Chevrolet - Malibu - Workshop Manual - 1997 - 1997

Factory Workshop Manual Make Chevrolet Model Malibu Engine and year V6-191 3.1L VIN M SFI (1997) Please navigate through the PDF using the options provided by OnlyManuals.com on the sidebar. This manual was submitted by Anonymous Date 1st January 2018 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information Emergency Contact Module: Technical Service Bulletins OnStar(R) - Analog Only Systems Information INFORMATION Bulletin No.: 06-08-64-007A Date: September 22, 2008 Subject: Information on OnStar(R) Analog-Only Systems Models Supercede: This bulletin is being revised to update the models affected list above. Please discard Corporate Bulletin Number 06-08-46-007 (Section 08 - Body & Accessories). All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility. Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available only through Dual-Mode (Analog / Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information > Page 8 Emergency Contact Module: Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information > Page 9 Emergency Contact Module: Technical Service Bulletins OnStar - Analog-Only Systems Information Bulletin No.: 06-08-46-007 Date: December 13, 2006 INFORMATION Subject: Information on OnStar(R) Analog-Only Systems Models: 1996-2001 GM Passenger Cars and Trucks Plus: 2002 Buick LeSabre, Rendezvous 2002-2003 Buick Century, Regal 2002-2005 Buick Park Avenue 2002 Cadillac Eldorado, Escalade Models 2002 Chevrolet Avalanche, Silverado, Suburban, Tahoe, Venture 2002 GMC Denali, Denali XL, Jimmy, Sierra, Yukon, Yukon XL 2002 Oldsmobile Intrigue, Silhouette 2002-2003 Oldsmobile Aurora 2002 Pontiac Aztek, Bonneville, Montana 2002-2003 Pontiac Grand Prix with OnStar(R) (RPO UE1) All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility. Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available only through Dual-Mode (Analog/Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 18 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 19 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 20 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 26 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 27 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 28 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement Tail Lamp: All Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement > Page 34 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside Tail Lamp: All Technical Service Bulletins Lighting - Stop/Tail Lamps Inoperative/Water Inside Bulletin No.: 00-08-42-007C Date: August 24, 2004 TECHNICAL Subject: Stop/Tail Lamp(s) Inoperative or Intermittent and/or Water in Lamp (Replace Circuit Board/Gasket and/or Lamp Assembly) Models: 1997-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 1999-2005 Pontiac Grand Am Supercede: This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 00-08-42-007B (Section 08 - Body and Accessories). Condition Some customers may comment that a stop and/or tail lamp may not work correctly, or that the tail lamp has water in it. Cause This condition may be caused by the circuit board and/or gasket. Correction Remove the lamp assembly from the vehicle. Use the information below to diagnose and repair the lamp assembly. 1. If the base of the stop/tail lamp bulb is distorted, replace only the circuit board and gasket, as well as the bulb. 2. If the lamp leaks (has water in it, as opposed to condensation) but the reflective surfaces inside the lamp are not discolored, replace the circuit board and gasket. 3. Replace the lamp assembly only if the following condition(s) exist: ^ The lamp is discolored internally. ^ The lens is cracked. ^ A locking tab is broken. ^ The reflective surface is discolored. 4. After replacing the circuit board, ensure that all locking tabs are securely fastened to the circuit board. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 39 Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 40 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement > Page 46 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 51 Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 52 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Door Lock Relay > Component Information > Locations Door Lock Relay: Locations LH I/P Bussed Electrical Center Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Trunk / Liftgate Relay > Component Information > Locations Trunk / Liftgate Relay: Locations LH I/P Bussed Electrical Center Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Description and Operation ABS Main Relay: Description and Operation The Electronic Brake Control Relay is a normally-open contact type, and has special contact material to handle the high currents required for ABS VI operation. The relay allows the battery voltage and current to be supplied to the solenoids and the EBCM, which supplies power to the motors. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Description and Operation > Page 64 ABS Main Relay: Service and Repair REMOVE OR DISCONNECT 1. Underhood Bussed Electrical Center cover. 2. Electronic Brake Control Relay. INSTALL OR CONNECT 1. Electronic Brake Control Relay. 2. Underhood Bussed Electrical Center cover. 3. Perform Diagnostic System Check. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Brake Fluid Solenoid Valve Relay > Component Information > Locations LF Wheel Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Brake Fluid Solenoid Valve Relay > Component Information > Diagrams > Harness Connector RF ABS Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Brake Fluid Solenoid Valve Relay > Component Information > Diagrams > Harness Connector > Page 70 LF ABS Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: Customer Interest Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 79 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 80 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: All Technical Service Bulletins Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 86 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 87 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Page 88 Electronic Brake Control Module: Specifications TIGHTENING SPECIFICATIONS Mounting Screw ................................................................................................................................... ............................................. 11 Nm (97 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Page 89 Inside LF Fender Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Exploded Views Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Exploded Views > Page 92 Electronic Brake Control Module: Connector Views Electronic Brake Control Module (EBCM) Electronic Brake Control Module (EBCM) (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Exploded Views > Page 93 Electronic Brake Control Module (EBCM) (Part 2 Of 3) Electronic Brake Control Module (EBCM) (Part 3 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Page 94 Electronic Brake Control Module: Description and Operation DESCRIPTION The controlling element of ABS VI is a microprocessor based Electronic Brake Control Module, or EBCM. Inputs to the system include four wheel speed sensors, the brake switch, the brake fluid level switch, ignition switch, and unswitched battery voltage. Outputs include three bi-directional motor controls, two solenoid controls and the Electronic Brake Control Relay. A serial data line is used for service diagnostic tools (scan tool), assembly plant testing and control of indicators in the Instrument Cluster. OPERATION The EBCM monitors the speed of each wheel. If any wheel begins to approach lockup, the EBCM controls the motors and solenoids to reduce brake pressure to the wheel approaching lockup. Once the wheel regains traction, brake pressure is increased until the wheel again begins to approach lockup. This cycle repeats until either the vehicle comes to a stop, the brake is released, or no wheels approach lockup. Additionally, the EBCM monitors itself, each input and each output for proper operation. If a system malfunction is detected, the EBCM will store a DTC in nonvolatile memory (DTCs will not disappear if the battery is disconnected). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Page 95 Electronic Brake Control Module: Service and Repair REMOVE OR DISCONNECT 1. Left front tire and wheel assembly. 2. Inner splash shield. 3. Electronic Brake Control Module (EBCM) electrical connector. 4. EBCM mounting screws from bracket. 5. EBCM. INSTALL OR CONNECT 1. EBCM to vehicle. 2. Hex head screws, attaching EBCM. Tighten Hex head screws to 11 Nm (97 inch lbs.). 3. EBCM electrical connector. 4. Inner splash shield. 5. Left front tire and wheel assembly. 6. Perform Diagnostic System Check. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations Radiator Cooling Fan Motor Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Page 100 Radiator Cooling Fan Motor Relay: Description and Operation OPERATION The PCM regulates voltage to the coolant fan relays, which operate the fans. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations RH Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations > Page 105 Cruise Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations Blower Motor Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations Compressor Clutch Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Exterior Lighting Module > Component Information > Description and Operation Exterior Lighting Module: Description and Operation The Body Function Controller (BFC) controls exterior lighting which includes the following: ^ Low Beams and Parklamps ^ High Beams ^ Daytime Running Lights ^ Park Lamps ^ Foglamps Daytime Running Lights (DRL) operate the low beam Headlamps at a reduced intensity when the vehicle is not in park, the Park Brake is not set and the normal Headlamps are not ON. Automatic Lighting Control turns on the Parklamps and the Headlamps when an Ambient Light sensor detects a low ambient light level. The system assures that the Headlamps/Parklamps are ON if the driver is operating the vehicle after dark. When Automatic Lighting Control is active, the Headlamp Dimmer Switch determines whether High or Low Beams are selected. If the Ignition Switch is turned to the RUN position in a low ambient light level area, Automatic Lighting Control becomes active immediately, otherwise 20 seconds must elapse before the Automatic Lighting Control is activated. If the Park Brake is set when the Ignition Switch is turned to RUN, the Automatic Lighting Control will be disabled until the Park Brake is released. If the Automatic Lighting Control is active and a high ambient light level is detected, 20 seconds must elapse before the Automatic Lighting Control is turned OFF. The Headlamps are disabled during engine crank. The Foglamp control system will activate the Foglamp Relay when the Foglamp option is set, the Ignition Switch is in the RUN position, the Parklamps are active, the High Beam Headlamps are OFF and the Foglamp Switch is ON. High Beams ON and the Parklamps ON are used to disable the Foglamp relay output as required. The Backup lamps are the only exterior lamps that are not controlled by the Body Function Controller (BFC). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Horn Relay > Component Information > Locations Horn Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Power and Ground Distribution > Relay Box > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Power and Ground Distribution > Relay Box > Component Information > Locations > I/P Junction Block > Page 125 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > Engine Controls - Service Manual Supplement Announcement Body Control Module: Technical Service Bulletins Engine Controls - Service Manual Supplement Announcement File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-04-010 Date: March, 1999 INFORMATION Subject: 1997 Service Manual Supplement Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass The 1997 GMP/97-LN-2 service information has been revised to incorporate the changes associated with the Body Function Controller (BFC). Please refer to the 1997 Service Manual supplement (part number GMP/97-LN-UPD) for the revised service information. This supplement provides revised diagnostic procedures and service information for the following items: ^ DTC P0630 A/C Refrigerant Pressure Sensor Circuit ^ DTC P1601 Serial Communication Malfunction ^ DTC P1602 Class II Failure with EBCM ^ DTC P1610 Class II Failure with BFC ^ DTC P1626 No Password ^ DTC P1530 Theft Deterrent PCM in Learn Mode ^ DTC P1631 Theft Deterrent Password Incorrect ^ DTC P1632 Theft Deterrent System Fuel Disabled ^ A/C Refrigerant Pressure Sensor Circuit ^ A/C Compressor Clutch Control ^ Electric Cooling Fan ^ Electric Cooling Fan (Table 1) ^ Electric Cooling Fan (Table 2) ^ Electric Cooling Fan (Table 3) ^ Engine Oil Pressure Switch ^ PCM Controlled Air Conditioning ^ Electric Cooling Fan General Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > Page 132 Below RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 135 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 136 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 137 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 138 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 139 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 140 Body Control Module: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 141 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 142 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 143 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 144 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 145 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 146 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 147 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 148 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 149 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 150 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 151 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 152 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 153 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 154 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 155 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 156 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 157 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 158 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 159 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 160 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 161 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 162 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 163 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 164 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 165 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 166 Body Control Module: Connector Views Body Function Controller (BFC): C1 Body Function Controller (BFC): C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 167 Body Function Controller (BFC): C2 (Part 1 Of 2) Body Function Controller (BFC): C2 (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 168 Body Function Controller (BFC): C3 Body Function Controller (BFC): C3 (Part 1 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 169 Body Function Controller (BFC): C3 (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 170 Body Control Module: Electrical Diagrams Body Function Controller (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 171 Body Function Controller (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 172 Body Function Controller (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 173 Body Function Controller (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Service Precautions > Technician Safety Information Body Control Module: Technician Safety Information CAUTION: ^ This vehicle is equipped with Supplemental Inflatable Restraint (SIR). Refer to Service Precautions / Air Bags (Supplemental Restraint Systems) before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Service Precautions > Technician Safety Information > Page 176 Body Control Module: Vehicle Damage Warnings Overloading Circuits The computer system is designed to withstand normal current draws associated with vehicle operation, however, care must be taken to avoid overloading any of these circuits. In testing for opens or shorts, do not ground or apply voltage to any of the circuits unless instructed to do so by the diagnostic procedures. These circuits may only be tested using the High Impedance Multimeter (J 39200 or equivalent) if they remain connected to one of the computers. Never remove or apply voltage to one of the computers with the Ignition Switch in the RUN position. Before removing or connecting battery cables, fuses or connectors always turn the Ignition Switch to the OFF position. Fastener Requirements NOTE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. General Motors will call out those fasteners that require a replacement after removal. General Motors will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation Body Control Module: Description and Operation Body Control System Operation Bulb Check General Description The bulb check function resides in the Body Function Controller (BFC). Every time the Ignition Switch transitions from ACC to RUN, an Instrument Cluster bulb check will occur for a calibrated amount of time for specified indicators. Bulb check will override the OFF state of the affected indicators. The Body Function Controller (BFC) will determine which indicators to bulb check by looking at an EEPROM table. Every Serial Peripheral Interface (SPI) indicator has a bit in the EEPROM table. The gauges will WOW during a bulb check. A WOW is when all of the gauge indicators are moved at the same time and all indicators are lit. If there is an indicator lit before the WOW, the indicator shall remain lit after this function has concluded. Compressor Controls The Powertrain Control Module (PCM) and Body Function Controller (BFC) share hardware and software for control of the AC Compressor Clutch. The Powertrain Control Module (PCM) and the Body Function Controller (BFC) communicate this information over the serial data Class 2 line. The Body Function Controller (BFC) performs the following software functions: ^ Limit Low Speed Compressor Operation ^ Prevent Clutch Slippage ^ High Coolant Temperature ^ Monitor for Overpressure ^ Determine Low Ambient Pressure ^ Control Compressor Clutch The Powertrain Control Module (PCM) performs the following functions: ^ Prevent Compressor Overspeed ^ Limit Compressor Speed (in PARK or NEUTRAL) ^ Drive Compressor Clutch ^ Perform Anti-Slug (Slugging is when a mass of liquid enters the AC Compressor Pump) Interior Lighting Control The Body Function Controller (BFC) provides the following interior lamp control: ^ Courtesy lamps. ^ Illuminated Entry control of Courtesy Lamps. Courtesy Lamps are enabled by the following methods: ^ By discrete input to the Body Function Controller (BFC) from the door ajar switches. ^ If any of the doors are open and the vehicle speed is less than 13 km/h (8 mp/h). ^ If the Ignition Switch has been turned OFF for less than two minutes and then the doors are closed, the lights will stay on for 4 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for more than two minutes and then the doors are closed, the lights will stay on for 40 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for less than two minutes and the Ignition Key is removed or the doors are opened, the lights will turn on for 15 seconds (or until the Ignition Key is re-inserted or a door open switch is cycled). ^ Remote Control Door Lock Transmitter activation of the Driver Door Unlock or the Trunk Release (function of Illuminated entry). When the interior lights are to be turned off because a customer is leaving the vehicle (the Ignition Switch is turned OFF for more than two minutes), they are first step dimmed, and then theater dimmed to the OFF state. If the Ignition Switch is turned OFF for less than two minutes the interior lights are theater dimmed to the OFF state in four seconds. If the customer sits in the vehicle and the interior lights have turned OFF and the customer removes the Ignition Key the interior lights will illuminate for 15 seconds. Volts Indicator The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation > Page 179 There are four fault codes possible that will illuminate the volts indicator. The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Wake-Up/Asleep States Wake-ups are signals that will turn the Body Function Controller (BFC) ON and cause it to begin active control and/or monitoring. The Body Function Controller (BFC) is asleep when it has stopped control or monitoring and has become idle again. The Body Function Controller (BFC) Wake-ups are as follows: ^ Door Ajar Switches ^ Ignition Switch actuation ^ Inadvertent Power ^ Battery Guard ^ Remote Control Door Lock Receiver Driver Door Unlock actuation Trunk Release The Body Function Controller will go to sleep and go into Battery Rundown Protection mode are as follows: ^ Less than 24 km (15 miles), 3 minutes ^ Greater than 24 km (15 miles), 20 minutes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation > Page 180 Body Control Module: Description and Operation General Description The Body Function Controller (BFC) performs the following functions: ^ A/C Compressor request ^ A/C Cooling Fan ^ Exterior and interior lighting control Daytime Running Lights (DRL) - Automatic Lighting Control - Fog Lamps - Interior Lighting ^ Battery Rundown Protection ^ Chime ^ Gauge Control ^ Instrument Cluster Indicator Control ^ Theft Deterrent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview Basic Knowledge Required Before performing diagnosis there are some areas that you must be familiar with. Without this basic knowledge, you will have difficulty using diagnostic procedures. 1. Basic Electrical Circuits - The basic theory of electricity is essential. An understanding of voltage, current, resistance and their relationships to each other will help in the diagnosis of an open or shorted circuit. You must be able to read and understand a schematic wiring diagram. 2. Use of Circuit Testing Tools - You must know how to use jumper wires to bypass components to test circuits. You must be familiar with the High Impedance Multimeter (DMM - Digital Multi Meter), particularly essential tool J 39200 or equivalent. You must be able to measure voltage, resistance, and current with the DMM you are using. 3. Use of the scan tool - You must know how to use, connect, manipulate and diagnose circuits using this essential tool. You must be familiar with screens and control module partitions. Body Function Controller System Check Diagnostic Trouble Codes Warning IMPORTANT Do NOT replace the Body Function Controller (BFC) unless a Diagnostic Trouble Code (DTC) remains Current after all DTC tables have been executed. NEVER replace the Body Function Controller (BFC) based on History codes. The Body Function Controller (BFC) and the Electronic Brake Control Module (EBCM) are connected to the Class 2 serial data link and are capable of setting Diagnostic Trouble Codes. The history DTC codes (a history DTC is a current DTC fault that disappears in the next ignition cycle) can be especially useful in diagnosing an intermittent problem. An explanation of these are given below in Diagnostic Trouble Codes (DTC) TABLE #13. On Vehicle Diagnostic Capabilities Aboard this vehicle are electronic components which can be controlled by the service technician to provide valuable self-diagnostic information. These components are part of an electrical network designed to control various engine and body subsystems. System sensors and switches are monitored by the computer system. These components are ^ Body Function Controller (BFC) ^ Electronic Brake Control Module (EBCM) ^ Instrument Cluster Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 183 ^ Powertrain Control Module (PCM) ^ Sensing and Diagnostic Module (SDM) - Supplemental Inflatable Restraint System (CKT 800 UART) A combination of inputs from these components, other sensors and switches go to the computers either as discrete/analog inputs, communicated on the communications link (called the Data Line (circuit 1807 Class 2, or circuit 800 UART) and Serial Peripheral Interface (SPI) [circuit 1321, circuit 1322 and circuit 1323]) to other computers. Visual Inspection One of the most important checks, which must be done before any diagnostic activity, is a careful visual inspection of suspect wiring and components. This can often lead to fixing a malfunction without further steps. Inspect the battery hydrometer (green eye) to assure the Battery is not discharged. Inspect all vacuum and electrical circuits for pinches, cuts or disconnects. This visual inspection is very important. It must be done carefully and thoroughly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 184 Body Control Module: Reading and Clearing Diagnostic Trouble Codes With Scan Tool The procedure for reading diagnostic trouble code(s) is to use a diagnostic scan tool. Read Diagnostic Trouble Codes Using a Tech 1, Tech 2 or Other Scan Tool. When reading DTC(s), follow instructions supplied by tool manufacturer. Without Scan Tool A scan tool must be used to retrieve DTCs from the PCM memory. DTCs can no longer be retrieved by grounding terminals "A" to "B" at the Data Link Connector (DLC). This also eliminates the PCM function of flashing Code 12. The use of a Tech 1 scan tool or equivalent will be needed to obtain both current and history DTCs. Failure to follow this step could result in unnecessary repairs. With Scan Tool NOTE: Only clear DTC's when instructed to do so. All of the diagnostic data that was saved along with the DTC will also be erased when the code is cleared. To clear Diagnostic Trouble Codes (DTCs), use the diagnostic scan tool, "clear DTCs" or "clear info" function. When clearing DTCs follow instructions supplied by the tool manufacturer. To Clear DTCs From Memory: ^ Use a scan tool (recommended) Or ^ Ignition OFF for at least 10 seconds, ^ Disconnect the negative battery cable for 30 seconds (clears status flags). Notice: Clearing the PCM DTC memory by disconnecting the battery will clear all PCM memories. Since some operations (particularly IAC valve idle control) are learned, it may be necessary to partially depress the accelerator pedal when re-starting the engine after PCM memory is cleared. It may also be necessary to release the accelerator pedal very slowly when first returning to idle, to prevent a stall. This will allow the PCM to re-learn IAC valve position. Learned operations may be restored by normal driving. Without Scan Tool NOTE: Only clear DTC's when instructed to do so. All of the diagnostic data that was saved along with the DTC will also be erased when the code is cleared. A scan tool should be used to clear diagnostic trouble codes. When a scan tool is not available, DTCs can also be cleared by disconnecting one of the following sources for at least thirty (30) seconds: NOTE: When codes are cleared in the following manner, a short period of poor driveablity could result while the processor goes through a relearning process. Caution: To prevent system damage, the ignition key must be "OFF" when disconnecting or reconnecting battery power. ^ The power source to the control module. Examples: fuse, pigtail at battery PCM connectors etc. ^ The negative battery cable. (Disconnecting the negative battery cable may result in the loss of other on-board memory data, such as preset radio tuning). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 185 Body Control Module: Component Tests and General Diagnostics Bulb Check General Description The bulb check function resides in the Body Function Controller (BFC). Every time the Ignition Switch transitions from ACC to RUN, an Instrument Cluster bulb check will occur for a calibrated amount of time for specified indicators. Bulb check will override the OFF state of the affected indicators. The Body Function Controller (BFC) will determine which indicators to bulb check by looking at an EEPROM table. Every Serial Peripheral Interface (SPI) indicator has a bit in the EEPROM table. The gauges will WOW during a bulb check. A WOW is when all of the gauge indicators are moved at the same time and all indicators are lit. If there is an indicator lit before the WOW, the indicator shall remain lit after this function has concluded. Compressor Controls The Powertrain Control Module (PCM) and Body Function Controller (BFC) share hardware and software for control of the AC Compressor Clutch. The Powertrain Control Module (PCM) and the Body Function Controller (BFC) communicate this information over the serial data Class 2 line. The Body Function Controller (BFC) performs the following software functions: ^ Limit Low Speed Compressor Operation ^ Prevent Clutch Slippage ^ High Coolant Temperature ^ Monitor for Overpressure ^ Determine Low Ambient Pressure ^ Control Compressor Clutch The Powertrain Control Module (PCM) performs the following functions: ^ Prevent Compressor Overspeed ^ Limit Compressor Speed (in PARK or NEUTRAL) ^ Drive Compressor Clutch ^ Perform Anti-Slug (Slugging is when a mass of liquid enters the AC Compressor Pump) Interior Lighting Control The Body Function Controller (BFC) provides the following interior lamp control: ^ Courtesy lamps. ^ Illuminated Entry control of Courtesy Lamps. Courtesy Lamps are enabled by the following methods: ^ By discrete input to the Body Function Controller (BFC) from the door ajar switches. ^ If any of the doors are open and the vehicle speed is less than 13 km/h (8 mp/h). ^ If the Ignition Switch has been turned OFF for less than two minutes and then the doors are closed, the lights will stay on for 4 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for more than two minutes and then the doors are closed, the lights will stay on for 40 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for less than two minutes and the Ignition Key is removed or the doors are opened, the lights will turn on for 15 seconds (or until the Ignition Key is re-inserted or a door open switch is cycled). ^ Remote Control Door Lock Transmitter activation of the Driver Door Unlock or the Trunk Release (function of Illuminated entry). When the interior lights are to be turned off because a customer is leaving the vehicle (the Ignition Switch is turned OFF for more than two minutes), they are first step dimmed, and then theater dimmed to the OFF state. If the Ignition Switch is turned OFF for less than two minutes the interior lights are theater dimmed to the OFF state in four seconds. If the customer sits in the vehicle and the interior lights have turned OFF and the customer removes the Ignition Key the interior lights will illuminate for 15 seconds. Volts Indicator The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. There are four fault codes possible that will illuminate the volts indicator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 186 The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Wake-Up/Asleep States Wake-ups are signals that will turn the Body Function Controller (BFC) ON and cause it to begin active control and/or monitoring. The Body Function Controller (BFC) is asleep when it has stopped control or monitoring and has become idle again. The Body Function Controller (BFC) Wake-ups are as follows: ^ Door Ajar Switches ^ Ignition Switch actuation ^ Inadvertent Power ^ Battery Guard ^ Remote Control Door Lock Receiver Driver Door Unlock actuation Trunk Release The Body Function Controller will go to sleep and go into Battery Rundown Protection mode are as follows: ^ Less than 24 km (15 miles), 3 minutes ^ Greater than 24 km (15 miles), 20 minutes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 187 Body Control Module: Scan Tool Testing and Procedures System Tests System Tests, using the Scan Tool, allow for the display of values as actually seen or commanded by the various computers (i.e. PCM, IC, SDM, EBCM, or BFC). The Test Types available are dependent upon the System selected, but may include the following: ^ Data (Analog Inputs) - displays analog values as seen by the system. ^ Inputs and Outputs (Digital Inputs) - displays digital values as seen by the system and provides an indication of whether the input or output has cycled. ^ Special Functions (Output Controls) - allows for outputs of the system to be set at a desired value (ON or OFF). ^ Clear Codes - will erase all DTCs stored for the system currently selected (Note: If the malfunction is still present, the DTC may immediately reset). Body Main Menu The scan tool software is broken into major computer controller groups that are found in the body of the vehicle. The Body Function Controller (BFC), in addition to being an element of the Class 2 serial data link, also has hardwired inputs as do the Powertrain Control Module (PCM), Electronic Brake Control Module (EBCM), the Instrument Cluster, and the Sensing and Diagnostic Module (SDM). Some of these inputs are used to display information for the Instrument Cluster gauges and indicators while other inputs are converted into serial data link and transmitted on the Class 2 serial data link and the Serial Peripheral Interface (SPI) serial data link. The Body Function Controller (BFC) is the only interface to the Instrument Cluster, the Body Function Controller (BFC) converts Class 2 data to Serial Peripheral Interface (SPI) for the Instrument Cluster. The choice of inputs that can be read are listed in TABLE #1. TABLE #1 - BODY MAIN MENU Function Supplemental Inflatable Restraint Body Function Controller Entertainment and Comfort Bus Features Menu Description In this mode of operation, the scan tool can navigate through various modes of information gathering modes; Diagnostic Trouble Codes (DTC), Data Display, Snapshot, and Special Functions. The Diagnostic Trouble Codes (DTC) menu allow the technician to view the error codes set by the Body Function Controller (BFC). The Data Display menu allows the technician to view what the current state the various Body Function Controllers inputs and outputs. The Snapshot menu function allows the technician to view and store the inputs as an aid in diagnosis of multi-system faults. The Special Functions menu allows the technician to actuate the Body Function Controller's outputs. The choice of inputs that can be read are listed in TABLE #2. Diagnostic Trouble Code Menu In this mode the technician is allowed to view and clear current and history Diagnostic Trouble Codes (DTC). Data Display Menu Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 188 Description In this mode of operation, the scan tool allows the technician to command the Body Function Controller (BFC) to display its various inputs, outputs, and Instrument Cluster information for ease in diagnosis. This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly from the Body Function Controller (BFC) inputs, the Instrument Cluster or the Powertrain Control Module (PCM) and if the computer systems are operating properly. The choice of inputs that can be read are listed in TABLE #3. Module Information Menu Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read from the instrument Cluster pertinent information about the Instrument Cluster (Part Number, Calibration ID and the year of construction), the information that can be read is listed in TABLE #4. PCM to BFC A/C Clutch Data Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various data inputs from the Powertrain Control Module (PCM). This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly from the Powertrain Control Module (PCM) and if the Powertrain Control Module (PCM) is allowing the A/C Compressor to function. The inputs that can be read are listed in TABLE #5 Security Data Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 189 Description In this mode of operation, the scan tool reads the Vehicle Theft Deterrent data in the Body Function Controller (BFC). The outputs that can be viewed are listed in TABLE #9. Data Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various analog data inputs. This mode can be used to determine whether the Body Function Controller (BFC) is receiving analog data correctly or if a component is operating properly. The inputs that can be read are listed on TABLE #6. Inputs Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 190 In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various inputs. This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly or if a component is operating properly. The inputs that can be read are listed on TABLE #7. Outputs Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to override its normal operation and force the Body Function Controller (BFC) to enable its outputs (engage relays, operate Courtesy Lighting, etc). This mode can be used to determine whether the Body Function Controller (BFC) is capable of producing a given output. The outputs that can be controlled are listed in TABLE #8. SPI Data Description In this mode of operation, the scan tool can command the Instrument Cluster via Body Function Controller (BFC) to determine proper Serial Peripheral Interface (SPI) data bus operation. The data that can be displayed is listed in TABLE #10. BFC to Cluster Data Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 191 Description In this mode of operation the scan tool can command the Instrument Cluster, by Class 2 message to the Body Function Controller (BFC) and via the Serial Peripheral Interface (SPI) serial data bus to override its normal operation and force the Instrument Cluster to enable its outputs (gauges move, indicators lit etc). This mode can be used to determine whether the Instrument Cluster is capable of producing a given output. The outputs that can be controlled are listed in TABLE #11. Snapshot The SNAPSHOT function is the same one used to capture DTCs for the Powertrain Control Module. Special Functions Menu Description In this mode of operation the technician is capable of turning on and off almost all of the Body Function Controller (BFC) outputs. The functions that can be controlled are found under the Output Control menu. The information in TABLE #12 shows what outputs the scan tool can command. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement Body Control Module: Service and Repair Body Function Controller (BFC) Replacement Remove or Disconnect 1. Negative battery cable. 2. Right sound insulator. 3. BFC assembly. 4. BFC connectors in the following order: Pink Connector C3 first, then C1 and C2. Install or Connect 1. BFC connectors in the following order: C1, C2 and Pink connector C3 last. 2. BFC Module 3. Right sound insulator. 4. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement > Page 194 Body Control Module: Service and Repair Body Function Controller Reprogramming Procedure IMPORTANT When removing the Body Function Controller (BFC) disconnect connector C3 FIRST, then disconnect the remaining connectors. When installing the Body Function Controller (BFC) connect connectors C1 and C2 first. ALWAYS connect connector C3 LAST. USING A SCAN TOOL AND TECHLINE TERMINAL TO CONFIGURE THE BODY FUNCTION CONTROLLER 1. Connect the scan tool to vehicle diagnostic connector, and choose Service Programming from the scan tool Main Menu. 2. After entering the vehicle information, choose the Request Info soft key on the scan tool. 3. Disconnect the scan tool from the vehicle and connect the scan tool to the Techline Terminal. 4. At the Techline Terminal, select Service Programming System (SPS). 5. Select Terminal to scan tool programming method. 6. Select Done and follow instructions on the Communications Setup screen. 7. Select Program Body Function Controller. 8. Select Program at the Summary screen. The terminal will download in formation to the Scan tool. 9. Return to the vehicle and connect the scan tool to the diagnostic connector. 10. Select Service Programming from the scan tool Main Menu. 11. Answer the prompts regarding model year and vehicle type. Press the Body Function Controller soft key on scan tool. The Body Function Controller will be programmed with the configuration file stored in the scan tool. 12. Reprogram the Theft Deterrent System. 13. Reprogram the Powertrain Control Module (PCM). 14. Verify the repair. TROUBLESHOOTING HINTS: ^ Make the following checks before beginning system diagnosis. 1. Check all fuses by visual inspection. 2. Ensure that all connectors in system are mated correctly. 3. Check for open in Class 2 serial data link (CKT 1807). 4. Check for an open in the Serial Peripheral Interface (SPI) serial data link (CKT 1321, 1322, 1323). 5. Do NOT replace the Body Function Controller (BFC) with only History Codes set. ^ Check for a broken (or partially broken) wire inside of the insulation which could cause system failure but prove GOOD in a continuity/voltage check. ^ Check for proper installation of aftermarket electronic equipment which may affect the integrity of their systems. ^ Check that all grounds are tight and clean. ^ Refer to System Diagnosis. SYSTEM DIAGNOSIS ^ Perform the Body Function Controller (BFC) Diagnostic System Check and refer to the Symptom Table for the appropriate diagnostic procedures. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement > Page 195 Body Control Module: Service and Repair Reprogramming Procedure - Auto - Learn The following procedure allows for anyone to reprogram the Body Function Controller (BFC) Learned Data Code without any tools (other than the scan tool) when a new Ignition Switch, Powertrain Control Module (PCM), and/or the BFC is installed. The following is the auto learn procedure: The BFC will set the DTC 3031 Controller in learn mode when entering the reprogramming procedure. 1. Clear all DTC's 2. Turn the Ignition Switch to the START position. 3. The vehicle will start and then stall. 4. Turn the Ignition Switch to the RUN position until the THEFT SYSTEM indicator turns off (approximately 10 minutes). 5. Turn the Ignition Switch to the OFF position then back to the RUN position. 6. The BFC will learn the new data on the next start attempt. 7. Reprogram the PCM to allow the PCM to learn the new Passlock (TM) code. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-29 > Nov > 97 > Instruments - Cluster Resets When Ham Radio Is Keyed Engine Control Module: Customer Interest Instruments - Cluster Resets When Ham Radio Is Keyed File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-29 Date: November, 1997 Subject: Instrument Cluster Resets when On-board Ham Radio is Keyed (Replace the PCM) Models: 1997 Buick Century, Regal 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 310013800 V6 Engine (VINs M, K, 1 - RPOs L82, L36, L67) Condition Some vehicles may experience an instrument cluster reset if the vehicle has an on-board Ham radio operating under the 10 MHz frequency range and the transmitter is keyed on. Correction A new PCM has been released to correct this condition. The new PCM has a 47 Micro Henry choke in place to eliminate the interference generated by the on-board Ham radio equipment. Do not forget to transfer the Knock Sensor Module from the old PCM into the new PCM. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Code Labor Time J6360 PCM, Replace Use Published Labor Operation Time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Engine Control Module: Customer Interest PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 208 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls Aftermarket Accessory Usage Engine Control Module: All Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls Aftermarket Accessory Usage > Page 214 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 02-08-116-001 > Jan > 02 > PCM - Intermittent Communication or DTC Codes Stored Engine Control Module: All Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 83-81-32 > Sep > 98 > PCM Connector - Information on New Service Kits Engine Control Module: All Technical Service Bulletins PCM Connector - Information on New Service Kits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-32 Date: September, 1998 INFORMATION Subject: New Powertrain Control Module (PCM) Connector Service Kits Models: 1996-99 All Passenger Cars except Geo and Catera Two new kits have been released to service the Powertrain Control Module (PCM) connector If the connector has been damaged during servicing. This PCM has an aluminum body and is usually mounted underhood. Kit (P/N 12167308) contains the 80 way connector body, the cover, two each of four different terminal retainers and 25 empty cavity plugs. No terminals are included. If terminals are needed, use P/N 12084913 for 0.35 mm and 0.50 mm wire and P/N 12084912 for 0.80 mm wire. These terminals are included in the terminal repair kit J 38125A or B, and replacements can be ordered from Kent-Moore. kit (P/N 12167313) contains one connector seal. Whenever the connector is unbolted from the aluminum body of the PCM, the seal can stick to the body, or may be twisted. This seal should be replaced whenever the connector is removed in service. Parts Information P/N Description 12167308 Kit, PCM Harness Repair 12167313 Seal Kit, PCM Connector 12084912 Terminal 12084913 Terminal Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 77-65-29 > Nov > 97 > Instruments - Cluster Resets When Ham Radio Is Keyed Engine Control Module: All Technical Service Bulletins Instruments - Cluster Resets When Ham Radio Is Keyed File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-29 Date: November, 1997 Subject: Instrument Cluster Resets when On-board Ham Radio is Keyed (Replace the PCM) Models: 1997 Buick Century, Regal 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 310013800 V6 Engine (VINs M, K, 1 - RPOs L82, L36, L67) Condition Some vehicles may experience an instrument cluster reset if the vehicle has an on-board Ham radio operating under the 10 MHz frequency range and the transmitter is keyed on. Correction A new PCM has been released to correct this condition. The new PCM has a 47 Micro Henry choke in place to eliminate the interference generated by the on-board Ham radio equipment. Do not forget to transfer the Knock Sensor Module from the old PCM into the new PCM. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Code Labor Time J6360 PCM, Replace Use Published Labor Operation Time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Engine Control Module: All Technical Service Bulletins PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 231 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter Engine Control Module: All Technical Service Bulletins PROM - Reprogram Using Off Board Program Adapter File In Section: 6E - Engine Fuel & Emission Bulletin No.: 73-65-13 Date: March, 1997 INFORMATION Subject: Reprogramming Capability using the Off Board Programming Adapter Models: 1993-97 Passenger Cars and Trucks (Applicable Reprogrammable Vehicles) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 236 The General Motors vehicles contain Electronically Reprogrammable Devices (i.e. PCM, VCM, ECM). These vehicles cannot be programmed through PROM replacement, however service programming capability is available through the Tech 1/1A, Tech 2 and Techline terminals via direct or remote programming. The Environmental Protection Agency (EPA) has requested that all new vehicle manufacturers ensure their dealers/retailers are aware that they are responsible for providing customers access to reprogramming services at a reasonable cost and in a timely manner. Although programming of controllers has become a common service practice at GM dealers/retailers, the EPA has received reports from consumers and the aftermarket repair industry that they were unable to purchase a new (programmed) Electronically Reprogrammable Device (ERD) over-the-counter. As a result, on August 1, 1995, the Federal Government issued a regulation requiring all manufacturers to make available reprogramming to the independent aftermarket by December 1, 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 237 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 238 Today, the Off Board Programming Adapter (OBPA) is used to reprogram ERD's sold over-the-counter. For all practical purposes, the OBPA takes the place of the vehicle when the vehicle is not available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 239 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 240 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 241 The list of dealerships/retailers currently own the OBPA (see Attachments 1 - 3). These locations are equipped to provide over-the-counter preprogrammed ERD's. The hardware required to perform reprogramming in addition to the OBPA is a Techline terminal, Tech 1/1A and associated cables and adapters. THE TECH 2 SHOULD NOT BE USED WITH THE OBPA AT THIS TIME BECAUSE OF INADEQUATE OBPA GROUNDING. The current OBPA can support reprogramming on all late model General Motor's vehicles except: ^ Premium V-8's ^ 1996 Diesel Truck ^ Cadillac Catera Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 242 ^ All 1997 programmable vehicles (requires use of the Tech 2) A modification to the OBPA is being offered by Kent-Moore to support these additional vehicles and to allow reprogramming using the Tech 2. The revisions to the OBPA for the Tech 2 is very important as the Tech 2 is the only tool used for service programming for 1997 and future vehicles. To have the modifications performed, contact Kent-Moore at (800) 345-2233. The revisions (part number J 41207 REV-C) are free of charge for GM dealerships/retailers. A dealership/retailer can purchase the OBPA by contacting Kent-Moore (part number J 41207-C). Support on how to use the OBPA is provided by the Techline Customer Support Center (TCSC) at (800) 828-6860 (English) or (800) 503-3222 (French). If you need to purchase an OBPA and/or cable, contact Kent-Moore at (800) 345-2233. The OBPA retails for $695.00 (includes all revisions 1-4) under part number J 41207-C. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 676535 > Nov > 96 > PCM - New Identification Label Engine Control Module: All Technical Service Bulletins PCM - New Identification Label File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-35 Date: November, 1996 INFORMATION Subject: New PCM Identification Label Models: Late 1996 and All 1997 Passenger Cars with Powertrain Control Modules (PCM) PCM Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls Aftermarket Accessory Usage Engine Control Module: All Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls Aftermarket Accessory Usage > Page 252 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 02-08-116-001 > Jan > 02 > PCM - Intermittent Communication or DTC Codes Stored Engine Control Module: All Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 83-81-32 > Sep > 98 > PCM Connector - Information on New Service Kits Engine Control Module: All Technical Service Bulletins PCM Connector - Information on New Service Kits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-32 Date: September, 1998 INFORMATION Subject: New Powertrain Control Module (PCM) Connector Service Kits Models: 1996-99 All Passenger Cars except Geo and Catera Two new kits have been released to service the Powertrain Control Module (PCM) connector If the connector has been damaged during servicing. This PCM has an aluminum body and is usually mounted underhood. Kit (P/N 12167308) contains the 80 way connector body, the cover, two each of four different terminal retainers and 25 empty cavity plugs. No terminals are included. If terminals are needed, use P/N 12084913 for 0.35 mm and 0.50 mm wire and P/N 12084912 for 0.80 mm wire. These terminals are included in the terminal repair kit J 38125A or B, and replacements can be ordered from Kent-Moore. kit (P/N 12167313) contains one connector seal. Whenever the connector is unbolted from the aluminum body of the PCM, the seal can stick to the body, or may be twisted. This seal should be replaced whenever the connector is removed in service. Parts Information P/N Description 12167308 Kit, PCM Harness Repair 12167313 Seal Kit, PCM Connector 12084912 Terminal 12084913 Terminal Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter Engine Control Module: All Technical Service Bulletins PROM - Reprogram Using Off Board Program Adapter File In Section: 6E - Engine Fuel & Emission Bulletin No.: 73-65-13 Date: March, 1997 INFORMATION Subject: Reprogramming Capability using the Off Board Programming Adapter Models: 1993-97 Passenger Cars and Trucks (Applicable Reprogrammable Vehicles) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 265 The General Motors vehicles contain Electronically Reprogrammable Devices (i.e. PCM, VCM, ECM). These vehicles cannot be programmed through PROM replacement, however service programming capability is available through the Tech 1/1A, Tech 2 and Techline terminals via direct or remote programming. The Environmental Protection Agency (EPA) has requested that all new vehicle manufacturers ensure their dealers/retailers are aware that they are responsible for providing customers access to reprogramming services at a reasonable cost and in a timely manner. Although programming of controllers has become a common service practice at GM dealers/retailers, the EPA has received reports from consumers and the aftermarket repair industry that they were unable to purchase a new (programmed) Electronically Reprogrammable Device (ERD) over-the-counter. As a result, on August 1, 1995, the Federal Government issued a regulation requiring all manufacturers to make available reprogramming to the independent aftermarket by December 1, 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 266 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 267 Today, the Off Board Programming Adapter (OBPA) is used to reprogram ERD's sold over-the-counter. For all practical purposes, the OBPA takes the place of the vehicle when the vehicle is not available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 268 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 269 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 270 The list of dealerships/retailers currently own the OBPA (see Attachments 1 - 3). These locations are equipped to provide over-the-counter preprogrammed ERD's. The hardware required to perform reprogramming in addition to the OBPA is a Techline terminal, Tech 1/1A and associated cables and adapters. THE TECH 2 SHOULD NOT BE USED WITH THE OBPA AT THIS TIME BECAUSE OF INADEQUATE OBPA GROUNDING. The current OBPA can support reprogramming on all late model General Motor's vehicles except: ^ Premium V-8's ^ 1996 Diesel Truck ^ Cadillac Catera Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 271 ^ All 1997 programmable vehicles (requires use of the Tech 2) A modification to the OBPA is being offered by Kent-Moore to support these additional vehicles and to allow reprogramming using the Tech 2. The revisions to the OBPA for the Tech 2 is very important as the Tech 2 is the only tool used for service programming for 1997 and future vehicles. To have the modifications performed, contact Kent-Moore at (800) 345-2233. The revisions (part number J 41207 REV-C) are free of charge for GM dealerships/retailers. A dealership/retailer can purchase the OBPA by contacting Kent-Moore (part number J 41207-C). Support on how to use the OBPA is provided by the Techline Customer Support Center (TCSC) at (800) 828-6860 (English) or (800) 503-3222 (French). If you need to purchase an OBPA and/or cable, contact Kent-Moore at (800) 345-2233. The OBPA retails for $695.00 (includes all revisions 1-4) under part number J 41207-C. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 676535 > Nov > 96 > PCM - New Identification Label Engine Control Module: All Technical Service Bulletins PCM - New Identification Label File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-35 Date: November, 1996 INFORMATION Subject: New PCM Identification Label Models: Late 1996 and All 1997 Passenger Cars with Powertrain Control Modules (PCM) PCM Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations Engine Control Module: Component Locations POWERTRAIN CONTROL MODULE (PCM) RH Front Of Dash The Powertrain Control Module (PCM) is located in the RH front of Instrument Panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations > Page 278 Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 281 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 282 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 283 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 284 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 285 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 286 Engine Control Module: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 287 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 288 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 289 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 290 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 291 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 292 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 293 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 294 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 295 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 296 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 297 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 298 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 299 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 300 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 301 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 302 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 303 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 304 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 305 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 306 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 307 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 308 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 309 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 310 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 311 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 312 Engine Control Module: Connector Views Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 313 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 314 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 315 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 316 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 317 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 318 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 319 Engine Control Module: Service Precautions CAUTION: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the connector pins or the soldered components on the circuit board. Electronic components used in the control systems are often designed in order to carry very low voltage. Electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage; therefore, it is important to use care when handling and testing electronic components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 320 Engine Control Module: Application and ID PCM Label *****This is a TSB Update-Bulletin No.: 67-65-35, Date: November, 1996***** INFORMATION Subject: New PCM Identification Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 321 Engine Control Module: Description and Operation Figure C1-1 - Powertrain Control Module (PCM) Description The Powertrain Control Module (PCM) is located underhood in front of the right strut tower near the engine coolant reservoir. It is the control center of the fuel injection system and constantly looks at the information from various sensors and controls the systems that affect vehicle performance. It controls the following items: ^ Fuel metering system. ^ Transaxle shifting. ^ Ignition timing. ^ On-board diagnostics for Powertrain functions. It constantly looks at the information from various sensors, and controls the systems that affect vehicle performance. The PCM also performs the diagnostic function of the system. It can recognize operational problems, alert the driver through the MIL (Service Engine Soon), and store diagnostic trouble codes which identify the problem areas to aid the technician in making repairs. Refer to Introduction in Engine Controls for more information on using the diagnostic function of the PCM. For service, the PCM consists of two parts: ^ The controller (the PCM without the Knock Sensor module). ^ the Knock Sensor module. PCM Function The PCM supplies either 5 or 12 volts to power various sensors or switches. This is done through resistances in the PCM which are so high in value that a test light will not light when connected to the circuit. In some cases, even an ordinary shop voltmeter will not give an accurate reading because its resistance is too low. Therefore, a digital voltmeter with at least 10 megohms input impedance is required to ensure accurate voltage readings. Tool J 39200 meets this requirement. EEPROM The Electrically Erasable Programmable Read Only Memory (EEPROM) is a permanent memory that is physically soldered within the PCM. The EEPROM contains program and calibration information that the PCM needs to control powertrain operation. Unlike the PROM used in certain past applications, the EEPROM is not replaceable. If the PCM is replaced, the new PCM will need to be programmed Techline equipment (Tech-2) containing the correct program and calibration for the vehicle is required to program the PCM. Knock Sensor Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 322 The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensor and circuitry. If the PCM is replaced, the KS module needs to be transferred from the original PCM. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. Information Sensors All of the sensors and input switches can be diagnosed using a scan tool. Following is a short description of how the sensors and switches can be diagnosed by using a scan tool. The scan tool can also be used to compare the values for a normal running engine with the engine you are diagnosing. Password Learn Procedure In order for a theft deterrent vehicle to run, a password is communicated between the instrument Panel Cluster (IPC) and the Powertrain Control Module (PCM). If a PCM is replaced, the new PCM needs to learn the correct password of the vehicle. When the new PCM is installed, the EEPROM calibration is flashed into the new PCM and the vehicle will learn the new password upon initial ignition On. If the IPC is replaced, the PCM needs to learn the new password from the IPC. The Password learn procedure is as follows: 1. Attempt to start vehicle, then leave the ignition On. The Theft System telltale will flash for 10 minutes. 2. When the Theft System telltale stops flashing, start the vehicle. Once the vehicle is running, the password is learned. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Component Tests and General Diagnostics Engine Control Module: Component Tests and General Diagnostics Crankshaft Position System Variation Learning Procedure The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Powertrain Management/Computers and Control Systems/Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Powertrain Management/Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Powertrain Management/Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Powertrain Management/Computers and Control Systems/Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. PCM Diagnosis Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Component Tests and General Diagnostics > Page 325 Figure C1-1 - Powertrain Control Module (PCM) Important: The Vehicle Identification Number (VIN) is programmed into the PCM. Do not exchange a PCM from another vehicle for testing or replacement. When replacing the PCM, the VIN must also be programmed into the new PCM. Because the PCM can have a failure which may affect only one circuit, follow the diagnostic procedures to determine which circuit has a problem and where it is. If a diagnostic chart indicates that the PCM connections or PCM is the cause of a problem and the PCM is replaced, but does not correct the problem, one of the following may be the reason: There is a problem with the PCM terminal connections, The diagnostic chart will say PCM connections or PCM. The terminals may have to be removed from the connector in order to check them properly. ^ EEPROM program is not correct for the application. Incorrect components may cause a malfunction and may or may not set a DTC. ^ The problem is intermittent. This means that the problem is not present at the time the system is being checked. In this case, refer to the Symptoms and make a careful physical inspection of all components and wiring associated with the affected system. See: Powertrain Management/Computers and Control Systems/Testing and Inspection ^ There is a shorted solenoid, relay coil, or harness. Solenoids and relays are turned on and off by the PCM using internal electronic switches called drivers. Each driver is part of a group of seven called Output Driver Modules. A shorted solenoid, relay coil, or harness will not damage the PCM but will cause the solenoid or relay to be inoperative. The J 34636 tester, or equivalent, provides a fast, accurate means of checking for a shorted coil or a short to battery voltage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure Engine Control Module: Service and Repair Password Learn Procedure In order for a theft deterrent vehicle to run, a password is communicated between the Body Function Control (BFC) and the PCM. If a PCM is replaced, the new PCM needs to learn the correct password of the vehicle. When the new PCM is installed, the EEPROM calibration is flashed into the new PCM and the vehicle will learn the new password upon the initial ignition ON cycle. If the Body Function Control (BFC) is replaced, the PCM needs to learn the new password from the Body Function Control (BFC). The password learn procedure is as follows: 1. Attempt to the start vehicle. The vehicle will stall. 2. Leave the ignition ON until the Theft System telltale turns off (approx.10 minutes). 3. Turn the ignition switch OFF. 4. Attempt to the start vehicle. The vehicle will start on the this attempt. The password is now learned. Attempting to start the vehicle by bypassing the Passlock II system or substituting parts without performing the password learn procedure may set a DTC P1630 and P1631. If no password is received a DTC P1610 and P1626 may be set. Refer to the applicable DTC table if set. See: Powertrain Management/Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure > Page 328 Engine Control Module: Service and Repair Powertrain Control Module (PCM) Replacement PCM Replacement/Programming (Replacement) Notice: In order to prevent internal damage to the PCM, the ignition must be OFF when disconnecting or reconnecting the PCM connector. Note: Service of the PCM should normally consist of either replacement of the PCM, EEPROM re-programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be checked first to see if it is the correct part. DTC P0601 indicates the EEPROM programming has malfunctioned. When DTC P0601 is obtained, re-program the EEPROM. The ignition should be OFF for at least 10 seconds before disconnecting power to the PCM so the IAC valve has time to move to the engine OFF position. Removal Procedure Important: To prevent internal PCM damage, the ignition must be off when disconnecting or reconnecting power to PCM (for example, battery cable, PCM pigtail, PCM fuse, jumper cables, etc.). The ignition should be OFF for at least 10 seconds before disconnecting power to the PCM so the IAC valve has time to move to the engine OFF position. 1. Disconnect the negative battery cable. 2. Remove the LH hush panel. 3. Loosen the PCM connector screws (1). Notice: In order to prevent possible electrostatic discharge damage to the PCM, do not touch the connector pins or soldered components on the circuit board. Do not remove the integrated circuit boards from the carrier. 4. Disconnect the PCM electrical connectors. 5. Remove the PCM Retainer. 6. Slide the PCM from the PCM bracket. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure > Page 329 Installation Procedure Remove the new PCM from its packaging and check the service number to make sure it is the same number or updated number as the faulty PCM. 1. Slide the PCM into the PCM bracket. 2. Install the PCM Retainer. Notice: In order to prevent possible electrostatic discharge damage to the PCM, do not touch the connector pins or soldered components on the circuit board. Do not remove the integrated circuit boards from the carrier. 3. Install the PCM electrical connectors. 4. Tighten the PCM connector screws (1). 5. Install the LH hush panel. 6. Connect the negative battery cable. Important: Replacement PCMs must be reprogrammed and the crankshaft position system variation procedure must be performed. Refer to the latest Techline information for PCM programming and Crankshaft Position System Variation Procedure. See: Powertrain Management/Computers and Control Systems/Crankshaft Position Sensor/Testing and Inspection 7. Reprogram the PCM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions Knock Sensor Module: Service Precautions CAUTION: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the connector pins or the soldered components on the circuit board. Electronic components used in the control systems are often designed in order to carry very low voltage. Electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage; therefore, it is important to use care when handling and testing electronic components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 333 Knock Sensor Module: Description and Operation Knock Sensor Inside PCM Description The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensor and circuitry. If the PCM is replaced, the KS module needs to be transferred from the original PCM. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Powertrain Management/Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 334 Knock Sensor Module: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Powertrain Management/Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 335 Knock Sensor Module: Service and Repair Removal Procedure 1. Remove the PCM. Refer to PCM Replacement/Programming. 2. Remove the access cover from the PCM. 3. Carefully squeeze the latches on the KS Module and carefully remove the KS Module. Apply pressure in the direction as shown. Installation Procedure 1. Carefully insert the KS module into the socket. 2. Carefully press down on the KS Module until the latches catch. 3. Install the PCM access cover. 4. Install the PCM. Refer to PCM Replacement/Programming. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Control Unit > Component Information > Diagrams Fuel Tank Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations Fuel Pump Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 345 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 346 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 347 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 348 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 349 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 350 Fuel Pump Relay: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 351 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 352 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 353 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 354 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 355 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 356 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 357 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 358 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 359 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 360 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 361 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 362 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 363 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 364 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 365 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 366 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 367 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 368 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 369 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 370 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 371 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 372 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 373 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 374 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 375 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Page 376 Fuel Pump Relay: Description and Operation FUEL PUMP ELECTRICAL CIRCUIT When the key is first turned ON the PCM energizes the fuel pump relay for two seconds to build up the fuel pressure quickly. If the engine is not started within two seconds, the PCM shuts the fuel pump OFF and waits until the engine is cranked. When the engine is cranked and the RPM signal has been detected by the PCM, the PCM supplies 12 volts to the fuel pump relay to energize the electric in-tank fuel pump. As a backup system to the fuel pump relay, the fuel pump can also be energized by the fuel pump and engine oil pressure indicator switch. The normally open switch closes when oil pressure reaches about 28 kPa (4 psi). If the fuel pump relay fails, the fuel pump and engine oil pressure indicator switch will close and run the fuel pump. An inoperative fuel pump relay can result in a no start condition. An inoperative fuel pump would cause a no start condition. A fuel pump which does not provide enough pressure can result in poor performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Page 377 Fuel Pump Relay: Service and Repair Removal Procedure 1. Remove the underhood electrical center cover. 2. Remove the fuel pump relay (1). Installation Procedure 1. Install the fuel pump relay (1). 2. Install the underhood electrical center cover. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Specifications Ignition Control Module: Specifications Ignition control module screws ............................................................................................................ ...................................................... 4-5 Nm (40 lb in) Fasteners securing assembly to engine .......................................................................................................................................................... 8 Nm (70 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Specifications > Page 382 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > C1 Ignition Control Module: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > C1 > Page 385 Ignition Control Module: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > C1 > Page 386 Ignition Control Module: C3 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 387 Ignition Control Module: Description and Operation The ignition control module performs the following functions: ^ It determines the correct ignition coil firing sequence, based on 7x pulses. This coil sequences occurs at start-up. After the engine is running, the module determines the sequence, and continues triggering the ignition coils in proper sequence. ^ It sends the 3x crankcase reference (fuel control) signal to the PCM. The PCM determines engine RPM from this signal, this signal is also used by the PCM to determine crankshaft speed for Ignition Control (IC) spark advance calculations. The 3X reference signal sent to the PCM by the ignition control module is an on off pulse occurring 3 times per crankshaft revolution. Circuits Affecting Ignition Control To properly control ignition timing, the PCM relies on the following information: ^ Engine load (manifold pressure or vacuum). ^ Atmospheric (barometric) pressure. ^ Engine temperature. ^ Intake air temperature. ^ Crankshaft position. ^ Engine speed (RPM). The Ignition Control (IC) system consists of the following components: ^ Ignition coils. ^ Ignition control module. ^ 7x crankshaft position sensor. ^ 24X crankshaft position sensor. ^ Powertrain control module. ^ All connecting wires. The electronic Ignition Control Module (ICM) connector terminals are identified as shown in the Electronic Ignition System graphic. These circuits perform the following functions: ^ 3X reference high The 7x crankshaft position sensor sends a signal to the electronic ignition control module which generates a reference pulse that is sent to the PCM. The PCM uses this signal to calculate crankshaft position and engine speed (also used to trigger the fuel injectors). ^ 3X reference low - This wire is grounded through the ICM and assures the ground circuit has no voltage drop between the ICM and the PCM ^ Ignition control bypass - During initial cranking, the PCM will look for synchronizing pulses from the camshaft position sensor and the 7x crankshaft position sensor. The pulses indicate the position of the #1 piston and the #1 intake valve. Five volts is applied to the bypass circuit at precisely the same time these signals are received by the PCM. This generally occurs within one or two revolutions of the crankshaft. An open or grounded bypass circuit will set a DTC P1350 and the engine will run at base ignition timing. A small amount of spark advance is built into the ignition control module to enhance performance. ^ Ignition Control (IC) - The PCM uses this circuit to trigger the electronic ignition control module. The PCM uses the crankshaft reference signal to calculate the amount of spark advance needed. ^ 24X reference signal - The 24X crankshaft position sensor increases idle quality and low speed driveability by providing better resolution at a Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 388 calibrated RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 389 Ignition Control Module: Service and Repair Removal Procedure 1. Remove all the electrical connectors at the ignition control module. 2. Note position of spark plug wires for installation 3. Remove the secondary ignition wires from ignition coils. 4. Remove the screws securing coil assemblies to ignition control module. 5. Remove the fasteners securing ignition control module assembly to engine. 6. Remove ignition control module. Installation Procedure 1. Install the coils to ignition control module. 2. Install the screws. Tighten ^ Tighten the screws to 4-5 Nm (40 lb in). 3. Install the fasteners securing assembly to engine. Tighten ^ Tighten the fasteners to 8 Nm (70 lb in). 4. Install the spark plug wires as noted during removal. 5. Install the electrical connectors to the ignition control module. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > Customer Interest for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM Air Bag Control Module: Customer Interest Restraints - Class Action Settlement - Reprogram SDM Bulletin No.: 07-09-41-006 Date: August 08, 2007 INFORMATION Subject: SDM Reprogram - Class Action Settlement (U.S. Only) Models: 1997-1999 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass PURPOSE The purpose of this bulletin is to provide GM Dealers with information about Class Action Settlement CJ-2002-424 for certain 1997, 1998 and 1999 Chevrolet Malibu and certain 1997, 1998 and 1999 Oldsmobile Cutlass vehicles. As part of the settlement, GM has agreed to reprogram the air bag sensing and diagnostic module (SDM) at no cost to the customer. Reprogram the SDM in these vehicles if the customer presents a copy of the letter shown. Retain a copy of the customer letter with the CSO. Claims for 1997 and 1998 vehicles need to be H-routed through your ASM for payment approval before submitting a claim. Use the labor operation number and time published in this bulletin to receive payment. The labor operation number in this bulletin is for bulletin use only. It will not be published in the Labor Time Guide. SERVICE PROCEDURE The Tech 2 diagnostic tool must be updated with version 27.004 or later for reprogramming the air bag sensing and diagnostic module (SDM). Turn the ignition switch to the "ON" position and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If the AIR BAG warning lamp does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual before proceeding. Connect the Tech 2 to the vehicle's data link connector (DLC) under the instrument panel. Turn the Tech 2 "ON" by pressing the power button. Press "ENTER" to access the "MAIN MENU". Use the "UP" and "DOWN" buttons (arrows) on the Tech 2 to move the highlight bar to the selections described in the following steps. Select "DIAGNOSTICS" on the "MAIN MENU" screen and press "ENTER". Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > Customer Interest for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM > Page 399 Select the appropriate model year (1997, 1998, or 1999) on the "VEHICLE IDENTIFICATION" (model years) screen and then press "ENTER". Select "PASSENGER CAR" on the "VEHICLE IDENTIFICATION" (vehicle types) screen and press "ENTER". Select "BODY" on the "SYSTEM SELECTION MENU" screen and then press "ENTER". Select the letter "N" on the "VEHICLE IDENTIFICATION" (car product lines) screen and press "ENTER". Select the appropriate GM nameplate (Chevrolet or Oldsmobile) on the "VEHICLE IDENTIFICATION" (nameplate) screen and press "ENTER". ^ For 1997-1998 Chevrolet select the appropriate vehicle series (Malibu or NE Malibu LS) on the vehicle series screen and press "ENTER". ^ For 1999 Chevrolet select the appropriate vehicle series Malibu on the vehicle series screen and press "ENTER". ^ For 1997-1999 Oldsmobile select the appropriate vehicle series (NB Cutlass or NG Cutlass GLS) on the vehicle series screen and press "ENTER". Select "SUPPLEMENTAL INFLATABLE RESTRAINT" on the "BODY" screen and press "ENTER". Confirm that the ignition switch is still in the "ON" position (engine not running). Select "SPECIAL FUNCTIONS" on the "SUPPLEMENTAL INFLATABLE RESTRAINT" screen and press "ENTER". Select "SDM REPROGRAMMING" on the "SPECIAL FUNCTIONS" screen and press "ENTER". Follow the on screen instructions. If the vehicle has previously had the SDM replaced with an updated version, the Tech-2 will display: "procedure not required". After reprogramming is complete, turn the ignition switch to "OFF" and disconnect the Tech 2 from the vehicle's DLC. Turn the ignition switch to "ON" and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If it does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual. Warranty Information Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM Air Bag Control Module: All Technical Service Bulletins Restraints - Class Action Settlement Reprogram SDM Bulletin No.: 07-09-41-006 Date: August 08, 2007 INFORMATION Subject: SDM Reprogram - Class Action Settlement (U.S. Only) Models: 1997-1999 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass PURPOSE The purpose of this bulletin is to provide GM Dealers with information about Class Action Settlement CJ-2002-424 for certain 1997, 1998 and 1999 Chevrolet Malibu and certain 1997, 1998 and 1999 Oldsmobile Cutlass vehicles. As part of the settlement, GM has agreed to reprogram the air bag sensing and diagnostic module (SDM) at no cost to the customer. Reprogram the SDM in these vehicles if the customer presents a copy of the letter shown. Retain a copy of the customer letter with the CSO. Claims for 1997 and 1998 vehicles need to be H-routed through your ASM for payment approval before submitting a claim. Use the labor operation number and time published in this bulletin to receive payment. The labor operation number in this bulletin is for bulletin use only. It will not be published in the Labor Time Guide. SERVICE PROCEDURE The Tech 2 diagnostic tool must be updated with version 27.004 or later for reprogramming the air bag sensing and diagnostic module (SDM). Turn the ignition switch to the "ON" position and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If the AIR BAG warning lamp does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual before proceeding. Connect the Tech 2 to the vehicle's data link connector (DLC) under the instrument panel. Turn the Tech 2 "ON" by pressing the power button. Press "ENTER" to access the "MAIN MENU". Use the "UP" and "DOWN" buttons (arrows) on the Tech 2 to move the highlight bar to the selections described in the following steps. Select "DIAGNOSTICS" on the "MAIN MENU" screen and press "ENTER". Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM > Page 405 Select the appropriate model year (1997, 1998, or 1999) on the "VEHICLE IDENTIFICATION" (model years) screen and then press "ENTER". Select "PASSENGER CAR" on the "VEHICLE IDENTIFICATION" (vehicle types) screen and press "ENTER". Select "BODY" on the "SYSTEM SELECTION MENU" screen and then press "ENTER". Select the letter "N" on the "VEHICLE IDENTIFICATION" (car product lines) screen and press "ENTER". Select the appropriate GM nameplate (Chevrolet or Oldsmobile) on the "VEHICLE IDENTIFICATION" (nameplate) screen and press "ENTER". ^ For 1997-1998 Chevrolet select the appropriate vehicle series (Malibu or NE Malibu LS) on the vehicle series screen and press "ENTER". ^ For 1999 Chevrolet select the appropriate vehicle series Malibu on the vehicle series screen and press "ENTER". ^ For 1997-1999 Oldsmobile select the appropriate vehicle series (NB Cutlass or NG Cutlass GLS) on the vehicle series screen and press "ENTER". Select "SUPPLEMENTAL INFLATABLE RESTRAINT" on the "BODY" screen and press "ENTER". Confirm that the ignition switch is still in the "ON" position (engine not running). Select "SPECIAL FUNCTIONS" on the "SUPPLEMENTAL INFLATABLE RESTRAINT" screen and press "ENTER". Select "SDM REPROGRAMMING" on the "SPECIAL FUNCTIONS" screen and press "ENTER". Follow the on screen instructions. If the vehicle has previously had the SDM replaced with an updated version, the Tech-2 will display: "procedure not required". After reprogramming is complete, turn the ignition switch to "OFF" and disconnect the Tech 2 from the vehicle's DLC. Turn the ignition switch to "ON" and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If it does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual. Warranty Information Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > Page 406 Air Bag Control Module: Specifications Inflatable Restraint Sensing and Diagnostic Module Fasteners 10.0 N.m (89 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Locations > System Component Locations Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Locations > System Component Locations > Page 409 Under RF Seat Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Locations > Page 410 Sensing Diagnostic Module (SDM) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Locations > Page 411 Air Bag Control Module: Description and Operation Description Description CAUTION: Be careful when you handle a Sensing and Diagnostic Module (SDM). Do not strike or Jolt the SDM. Before applying power to the SDM: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Locations > Page 412 ^Remove any dirt grease, etc. from the mounting surface. ^ Position the SDM horizontally on the mounting surface. ^ Point the arrow on the SDM toward the front of the vehicle. ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. The inflatable restraint Sensing and Diagnostic Module (SDM) performs the following factions in the SIR system. ^ Energy Reserve-The SDM maintains 23 Volt Loop Reserve (23 VLR) energy supplies to provide deployment energy. Ignition voltage can provide deployment energy if the 23 Volt Loop Reserves malfunction. ^ Frontal Crash Detection-The SDM monitors vehicle velocity changes to detect frontal crashes that are severe enough to warrant deployment. ^ Air Bag Deployment-During a frontal crash of sufficient force, the SDM will cause enough current to flow through the inflatable modules to deploy the air bags. ^ Frontal Crash Recording-The SDM records information regarding the SIR system status during a frontal crash. ^ Malfunction Detection-The SDM performs diagnostic monitoring of the SIR system electrical components. Upon detection of a circuit malfunction, the SDM will set a diagnostic trouble code. ^ Malfunction Diagnosis-The SDM displays SIR diagnostic trouble codes and system status information through the use of a scan tool. ^ Driver Notification-The SDM warns the vehicle driver of SIR system malfunctions by controlling the AIR BAG warning lamp. The SDM connects to the SIR wiring harness using a 12-way connector. The SDM harness connector uses a shorting bar across certain terminals in the contact area. Removal of the SDM Connector Position Assurance (CPA) or the harness connector itself will connect the AIR BAG warning lamp to ground through the shorting bar. The AIR BAG warning lamp will come ON steady with power applied to the SDM when either one of the following two conditions exist: ^ You remove the SDM CPA. ^ You disconnect the SDM harness connector. The SDM receives power whenever the ignition switch is at the RUN or START positions. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions Air Bag Control Module: Service and Repair Important Preliminary Precautions Description CAUTION: Be careful when you handle a Sensing and Diagnostic Module SDM). Do not strike or jolt the SDM Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface. ^ Position the SDM horizontally on the mounting surface. ^ Point the arrow on the SDM toward the front of the vehicle. ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. CAUTION: If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing and Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Air Bag(s) Arming and Disarming for instructions on how to disable the SIR system. See: Body and Frame/Interior Moulding / Trim/Dash Board / Instrument Panel/Air Bag(s) Arming and Disarming/Service and Repair With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you MUST: ^ Remove all water. ^ Repair the water damage. ^ Replace the SDM harness connector. ^ Replace the SDM. Failure to follow these procedures could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions > Page 415 Air Bag Control Module: Service and Repair Install or Connect INSTALL OR CONNECT 1. Inflatable restraint Sensing and Diagnostic Module (SDM) to the vehicle, make sure the arrow is pointing toward the front of the vehicle. 2. SDM fasteners. TIGHTEN ^ Fasteners to 10.0 N.m (89 lb in.). 3. Electrical connector and the CPA. 4. Carpet and the passenger front carpet retainer. Refer to floor carpet in Seats and Carpet. 5. Passenger front seat. Refer to front seat in Seats and Carpet. ^ Enable the SIR system. Refer to Enabling the SIR System. See: Body and Frame/Interior Moulding / Trim/Dash Board / Instrument Panel/Air Bag(s) Arming and Disarming/Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions > Page 416 Air Bag Control Module: Service and Repair Remove or Disconnect REMOVE OR DISCONNECT ^ Disable the SIR system. Refer to Disabling the SIR System. See: Body and Frame/Interior Moulding / Trim/Dash Board / Instrument Panel/Air Bag(s) Arming and Disarming/Service and Repair 1. Passenger front seat. Refer to front seat in Seats and Carpet. 2. Passenger front carpet retainer, then roll back the carpet. Refer to floor carpet in Seats and Carpet. 3. Connector Position Assurance (CPA) and the electrical connector. 4. Fasteners from the inflatable restraint Sensing and Diagnostic Module (SDM). 5. SDM from the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions > Page 417 Air Bag Control Module: Service and Repair Repair of Mounting Studs and/or Bracket First Repair IMPORTANT ^ The following procedures should be utilized in the event that Sensing and Diagnostic Module (SDM) mounting holes or fasteners are damaged to the extent that the SDM can no longer he properly mounted. FIRST REPAIR 1. Remove stripped fastener and discard. 2. Attach SDM with new fastener GM P/N 10267482. TIGHTEN ^ Fastener to 5.0 N.m (44 lb. in.). Second Repair IMPORTANT ^ The following procedures should be utilized in the event that Sensing and Diagnostic Module (SDM) mounting holes or fasteners are damaged to the extent that the SDM can no longer he properly mounted. SECOND REPAIR 1. Remove stripped fastener and discard. 2. Enlarge hole in floor pan to 10 mm. 3. Install riv-nut GM P/N 10237960, air tool is recommended. 4. Attach SDM with new fastener GM P/N 3538573. TIGHTEN ^ Fastener to 5.0 N.m (44 lb. in.). Use hand tools only to achieve fastener torque. This will prevent stripping of the replacement fastener. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Windows and Glass > Rear Defogger Relay > Component Information > Locations Rear Defogger Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Accessories and Optional Equipment > Lock Cylinder Switch > Component Information > Locations LH Side Of I/P, Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 432 RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch LF Door Lock Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch > Page 435 RF Door Lock Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Mirror Switch > Component Information > Locations LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Mirror Switch > Component Information > Locations > Page 439 Power Mirror Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Seat Switch > Component Information > Diagrams Power Seat Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof Switch > Component Information > Locations Headliner Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch > Component Information > Locations Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch > Component Information > Locations > Page 449 Rear Compartment Lid Release Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch > Component Information > Locations > Page 450 Trunk / Liftgate Switch: Service and Repair Description Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. 3. Snap deck lid switch from instrument panel with a blunt tool. 4. Electrical connector. Install or Connect 1. Electrical connectors 2. Switch into instrument panel. 3. Enable SIR system. 4. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations Rear Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 455 Brake Fluid Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 456 Brake Fluid Level Sensor/Switch: Description and Operation The master cylinder is equipped with a fluid level switch located in the side of the master cylinder reservoir. This switch will activate the red "BRAKE" light if a low fluid condition is detected. Once the fluid level is corrected the "BRAKE" light will go out. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 457 Brake Fluid Level Sensor/Switch: Service and Repair REMOVE OR DISCONNECT 1. Electrical connector from fluid level switch. 2. Fluid level switch using needle nose pliers to compress switch locking tabs at inboard side of master cylinder reservoir. INSTALL OR CONNECT 1. Fluid level switch into master cylinder reservoir until locking tabs snap in place. 2. Electrical connector to fluid level switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Braking Sensor/Switch > Component Information > Technical Service Bulletins > Twist-Lock Style Brake Switches - Proper Adjustment Braking Sensor/Switch: Technical Service Bulletins Twist-Lock Style Brake Switches - Proper Adjustment File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-12 Date: April, 1998 INFORMATION Subject: Proper Adjustment of New Twist-Lock Style Brake Switches Models: 1996-98 Buick LeSabre, Park Avenue, Riviera 1996-98 Cadillac DeVille, Eldorado, Seville 1997-98 Chevrolet Malibu 1998 Chevrolet Cavalier 1996 Oldsmobile Ninety Eight 1996-98 Oldsmobile Aurora, Eighty Eight, LSS, Regency 1997-98 Oldsmobile Cutlass 1999 Oldsmobile Alero 1996-98 Pontiac Bonneville 1998 Pontiac Sunfire 1999 Pontiac Grand Am This bulletin is being issued to advise that new style brake switches were used beginning in the 1996 model year. The two switches control the brake lights, cruise control engage/release, TCC lock-up/release and the Brake/Transmission Inter-Lock function. The switches are adjusted by twisting rather than ratcheting. Using the old adjustment method of pulling up on the brake pedal can break the switch. A mis-adjusted or damaged switch may cause customer comments such as: ^ Brake lights stay on, draining the battery ^ Cruise control inoperative ^ Higher than normal fuel consumption if TCC cannot engage ^ Brake drag ^ Cruise control takes excess pedal travel to release The adjustment procedure in the Service Manual should be followed. Procedure 1. Insert the stop lamp switch into the retainer until the switch bottoms out against the brake pedal, and the switch actuator is fully depressed. 2. Turn the brake switch in the retainer clockwise until the travel stop has been reached. At this point it will be locked. Important: If the switch is not fully locked into position, a clicking noise may result. 3. The brake switch plunger should extend outward 0.5 mm to 1.5 mm (0.02 in. to 0.06 in.) if adjusted correctly. 4. If the distance the plunger extends is too great, the brake switch must be turned counter-clockwise about 45° and set to the correct distance before locking it in place by turning it clockwise until the travel stop is reached. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > Brakes - Revised Speed Sensor Resistance Specification Wheel Speed Sensor: Technical Service Bulletins Brakes - Revised Speed Sensor Resistance Specification File In Section: 5 - Brakes Bulletin No.: 73-50-22 Date: June, 1997 SERVICE MANUAL UPDATE Subject: Section 5E - Revised Wheel Speed Sensor Resistance Specifications Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being issued to revise the wheel speed sensor resistance specifications (DTC's C1221 - C1235) on pages 5E1-54 through 5E1-101 of the Service Manual. Front and rear wheel speed sensor resistance range has been changed to 950 - 1250 ohms. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > LF LF Wheel (RF Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > LF > Page 468 RR Wheel (LR Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Diagrams > LF LF Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Diagrams > LF > Page 471 LR Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Diagrams > LF > Page 472 RF Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Diagrams > LF > Page 473 RR Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Description and Operation > Front Wheel Speed Sensors Wheel Speed Sensor: Description and Operation Front Wheel Speed Sensors The front wheel speed sensor and toothed ring are contained with the integral front wheel bearing. This allows for improved environmental protection and easier assembly. The sensor and toothed ring are not repairable and no provision for air gap adjustment exists. If a front wheel speed sensor fails, the entire integral bearing and speed sensor assembly must be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Description and Operation > Front Wheel Speed Sensors > Page 476 Wheel Speed Sensor: Description and Operation Rear Wheel Speed Sensors The rear wheel speed sensors operate in the same manner as the front wheel speed sensors. The wheel speed sensor and toothed ring are contained within the dust cap of the integral rear wheel bearing. This allows for improved environmental protection and easier assembly. The sensor and toothed ring are not repairable and no provision for air gap adjustment exists. If a rear wheel speed sensor fails, the entire integral bearing and speed sensor assembly must be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Description and Operation > Front Wheel Speed Sensors > Page 477 Wheel Speed Sensor: Description and Operation Front Wheel Speed Sensor Wiring NOTE: The front wheel speed sensor wiring is not repairable in the control arm section of the wiring harness. This section of the wiring harness must be replaced with the appropriate wiring harness service kit "Pigtail." do not attempt to solder, splice, or crimp this section of the wiring harnesses as eventual failure will likely result. The front wheel speed sensor wiring is constructed of highly flexible twisted pair wiring. This wiring exists because the-front wheel speed sensor wiring circuits must connect to the suspension of the vehicle, thus the wiring in this area is subjected to the same motion as a spring or shock absorber. Consequently, any repair to the front wheel speed sensor wiring circuits in the control arm section of the wiring harness will result in stiffening and eventual failure due to wire fatigue. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Description and Operation > Page 478 Wheel Speed Sensor: Service and Repair Left Front Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Description and Operation > Page 479 Right Front Wheel Speed Sensor Tool Required: - J 38764 REMOVE OR DISCONNECT Important: The front sensor is serviceable only as an a assembly. Do not attempt to service the sensor harness pigtail as it is part of the sensor. 1. Raise and support vehicle on suitable hoist. 2. Tire and wheel assembly. 3. Front wheel speed sensor electrical connector. 4. Hub and bearing assembly. 5. Wheel speed sensor from hub and bearing assembly using a blunt screwdriver. Important: When the wheel speed sensor is removed it must be replaced. The speed sensor is damaged when it is removed and cannot be reused. There are two parts to the wheel speed sensor. These parts are replaced as an assembly. They cannot be replaced individually. - Inspect bearing for signs of water intrusion, if water intrusion is noted, the bearing must be replaced. INSTALL OR CONNECT 1. Apply LOCTITE (TM) 620 to mating surfaces of the wheel speed sensor that contacts the hub and bearing assembly. 2. Using J 38764 with an arbor type press, press wheel speed sensor onto hub and bearing assembly. 3. Hub and bearing assembly to vehicle. 4. Front wheel speed sensor electrical connector. 5. Wheel and tire assembly. 6. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Locations RH Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions Coolant Level Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 486 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 487 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 488 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 489 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 490 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 491 Coolant Level Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 492 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 493 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 494 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 495 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 496 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 497 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 498 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 499 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 500 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 501 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 502 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 503 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 504 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 505 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 506 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 507 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 508 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 509 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 510 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 511 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 512 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 513 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 514 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 515 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 516 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 517 Engine Coolant Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 518 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications Coolant Temperature Sensor/Switch (For Computer): Electrical Specifications Engine Coolant Temperature (ECT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications > Page 524 Coolant Temperature Sensor/Switch (For Computer): Mechanical Specifications Engine Coolant Temperature (ECT) Sensor ............................................................................................................................................... 23 Nm (17 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 525 Engine Coolant Temperature (ECT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 526 Coolant Temperature Sensor/Switch (For Computer): Description and Operation DESCRIPTION The Engine Coolant Temperature (ECT) sensor is a thermistor (a resistor which changes value based on temperature) mounted in the engine coolant stream. Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high temperature causes low resistance (70 ohms at 130°C/266°F). OPERATION The PCM supplies a 5 volt signal to the engine coolant temperature sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the engine is cold, and low when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant temperature. Engine coolant temperature affects most systems the PCM controls. The scan tool displays engine coolant temperature in degrees. After engine start-up, the temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the engine has not been run for several hours (overnight) the engine coolant temperature and intake air temperature displays should be close to each other. A hard fault in the engine coolant sensor circuit should set DTC P0117 or DTC P0118; an intermittent fault should set a DTC P1114 or P1115. The DTC Diagnostic Aids also contains a chart to check for sensor resistance values relative to temperature. The ECT sensor also contains another circuit which is used to operate the engine coolant temperature gauge located in the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 527 Coolant Temperature Sensor/Switch (For Computer): Service and Repair REMOVE OR DISCONNECT 1. Relieve coolant pressure. 2. Air intake duct. 3. Disconnect the negative battery cable. 4. Remove the electrical connector. 5. Using a deep well socket and extension, remove the sensor. INSTALL OR CONNECT 1. Coat engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent. 2. Install the sensor in the engine. Tighten Sensor to 23 Nm (17 lb. ft.). 3. Install the electrical connector. 4. Air intake duct. 5. Connect the negative battery cable. 6. Start the engine. 7. Check for leaks. 8. Check the coolant level, replenish as needed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Radiator Cooling Fan Temperature Sensor / Switch > Component Information > Diagrams Engine Coolant Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Page 535 Cruise Control Brake Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Service and Repair > Cruise Control Brake Switch Adjustment Brake Switch (Cruise Control): Service and Repair Cruise Control Brake Switch Adjustment Remove Or Disconnect 1. Left side A-pillar defogger duct from underneath I/P. Adjust 1. Twist switch counterclockwise to release from retainer. 2. With switch connector oriented toward the one o'clock position, slide the switch into retainer until the switch plunger is fully depressed into the switch barrel. 3. Twist switch clockwise until travel stop has been reached. Note: The switch connector will face the three o'clock position when locked. Install Or Connect 1. Left side A-pillar defogger duct from underneath I/P. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Service and Repair > Cruise Control Brake Switch Adjustment > Page 538 Brake Switch (Cruise Control): Service and Repair Cruise Control Brake Switch Replacement Cruise Control Brake Switch REMOVE OR DISCONNECT 1. Left side A-pillar defogger duct from underneath I/P. 2. Wiring harness connector. 3. Twist switch counterclockwise to release from retainer, pull rearward to remove. INSTALL OR CONNECT 1. Switch into retainer. 2. With switch connector oriented toward the one o'clock position, slide the switch into retainer until the switch plunger is fully depressed into the switch barrel. 3. Twist switch clockwise until travel stop has been reached. Note: The switch connector will face the three o'clock position when locked. 4. Wiring harness connector. 5. Left side A-pillar defogger duct from underneath I/P. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch > Component Information > Locations LH Side Of I/P, Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch > Component Information > Locations > Page 542 SIR Coil Assembly C1: Cruise Control Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Level Sensor > Component Information > Specifications Oil Level Sensor: Specifications TIGHTENING SPECIFICATIONS Sensor Screw ...................................................................................................................................... ............................................ 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Level Sensor > Component Information > Specifications > Page 547 Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Level Sensor > Component Information > Specifications > Page 548 Engine Oil Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Level Sensor For ECM > Component Information > Specifications Oil Level Sensor For ECM: Specifications Engine Oil Level Switch ....................................................................................................................... ............................................. 17-27 Nm (13-20 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Level Sensor For ECM > Component Information > Specifications > Page 552 Oil Level Sensor For ECM: Description and Operation Engine Oil Level Sensor The PCM monitors the Engine Oil Level Sensor signal at start-up to determine if engine oil level is OK. If the PCM determines that a low oil level condition exists, the PCM will illuminate the Low Oil Level indicator lamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Level Sensor For ECM > Component Information > Specifications > Page 553 Oil Level Sensor For ECM: Service and Repair Engine Oil Level Sensor REMOVAL PROCEDURE 1. Raise the vehicle. 2. Drain the engine oil. 3. Disconnect the electrical connector from Engine Oil Level Switch 4. Remove the Engine Oil Level Switch from the oil pan. INSTALLATION PROCEDURE 1. Install the Engine Oil Level Switch. Tighten Switch to 17-27 Nm (13-20 lb. ft.). 2. Lower the vehicle. 3. Add the engine oil to the correct level. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Sensor > Component Information > Locations > Page 557 Engine Oil Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation Oil Pressure Switch (For Fuel Pump): Description and Operation PURPOSE The fuel pump and engine oil pressure indicator switch has two functions, to indicate low engine oil pressure and to supply battery voltage to the fuel pump in the event the fuel pump relay fails. OPERATION The Powertrain Control Module (PCM) checks the engine oil pressure continuously. If the oil pressure switch indicates low oil pressure at any time, the PCM will send information through serial data to the instrument cluster to turn "ON" the "Low Oil Pressure" telltale. The oil pressure portion of the switch has normally closed contacts that open on an increasing oil pressure of 41 kPa (6 psi) or less, and close on a decreasing pressure of 14 (2 psi). When the switch is closed, the oil pressure signal is sent to the PCM, which in turn sends the information to the instrument cluster through serial data. The oil pressure lamp on the instrument cluster is then illuminated. The fuel pump portion of the switch has a normally open contact that closes when increasing oil pressure of 41 kPa (6 psi) or less, and opens when decreasing pressure of 14 (2 psi). In the event the fuel pump relay fails, battery voltage is supplied to the fuel pump through the closed contacts from the switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation > Page 561 Oil Pressure Switch (For Fuel Pump): Service and Repair Engine Oil Pressure Switch Removal Procedure 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Disconnect the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure sensor. Installation Procedure 1. Install the engine oil pressure sensor. 2. Tighten the oil pressure sensor to 16 Nm. 3. Connect the electrical connector to the engine oil pressure sensor. 4. Lower the vehicle. 5. Reconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Blower Motor Switch > Component Information > Specifications Blower Motor Switch: Specifications Control Assembly and Retainer Screws to .................................................................................................................................................. 2 N.m (18 lb in) Negative Battery Cable Bolt to ............................................................................................................ ...................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Blower Motor Switch > Component Information > Specifications > Page 566 Blower Motor Switch: Service and Repair Remove or Disconnect 1. Negative battery cable. 2. Accessory trim plate. 3. Control assembly screws and pull control assembly away from the instrument panel. 4. Electrical connection. 5. Blower switch retaining screws and blower switch Install or Connect 1. Blower switch and retaining screws. Tighten ^ Screws, fully driven, seated and not stripped. 2. Electrical connection. 3. Control assembly and retaining screws. Tighten ^ Screws to 2 N.m (18 lb in). 4. Accessory trim plate. 5. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > A/C Pressure Transducer Refrigerant Pressure Sensor / Switch: Specifications A/C Pressure Transducer A/C Pressure Transducer .................................................................................................................... ......................................................... 5 N.m (44 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > A/C Pressure Transducer > Page 571 Refrigerant Pressure Sensor / Switch: Specifications Pressure Sensor Pressure Sensor .................................................................................................................................. ......................................................... 5 N.m (44 lb in) Pressure Senso Bolt ............................................................................................................................ ....................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 572 Refrigerant Pressure Sensor / Switch: Locations A/C System Plumbing Front Of Engine Compartment The A/C system has a pressure sensor mounted on the compressor/condenser hose assembly near the condenser connection. The sensor performs both low and high pressure cutout functions through an input to the PCM. No compressor mounted switches are used. The sensor is mounted on a service Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 573 fitting and can be replaced without discharging the A/C system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 574 A/C Refrigerant Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 575 Refrigerant Pressure Sensor / Switch: Testing and Inspection A scan tool displays A/C refrigerant pressure in psi. The sensors range and corresponding display should be in the range 0 to 450 psi. A sensor or circuit problem should set DTC P0530. A poor ground at the sensor will result in a fixed high pressure value on the scan tool display. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Service and Repair > Pressure Sensor Refrigerant Pressure Sensor / Switch: Service and Repair Pressure Sensor A/C System Plumbing The A/C system has a pressure sensor mounted on the compressor/condenser hose assembly near the condenser connection. The sensor performs both low and high pressure cutout functions through an input to the PCM. No compressor mounted switches are used. The sensor is mounted on a service fitting and can be replaced without discharging the A/C system. Remove or Disconnect 1. Negative battery cable. 2. Electrical connection at the sensor 3. Pressure sensor and discard the O-ring seal. ^ The sensor is mounted on a service fitting; do not discharge the system. Install or Connect 1. New O-ring seal lubricated in clean 525 viscosity refrigerant oil. 2. Pressure sensor. Tighten ^ Sensor to 5 N.m (44 lb in). 3. Electrical connection at the sensor. 4. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Service and Repair > Pressure Sensor > Page 578 Refrigerant Pressure Sensor / Switch: Service and Repair Schrader Valve A/C System Plumbing The Schrader valve is located under the A/C pressure sensor on the compressor discharge tube. Tools Required: ^ J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System ^ J 24182-2A Valve Core Remover/Installer Remove or Disconnect 1. Recover refrigerant. Refer to Recovery. 2. Harness from pressure sensor. 3. Pressure sensor from fitting. 4. Schrader valve from fitting. Install or Connect 1. New valve to fitting. 2. Pressure sensor to fitting. Tighten ^ Sensor to 5 N.m (44 lb in). 3. Harness to pressure sensor. 4. Recharge A/C system. Refer to Evacuation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Technical Service Bulletins > IP Dimmer Control - Proper Setting Dimmer Switch: Technical Service Bulletins IP Dimmer Control - Proper Setting File In Section: 08 - Body and Accessories Bulletin No.: 99-08-42-009 Date: November, 1999 INFORMATION Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and Electronic PRNDL Display Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for example, when a vehicle is backed out of a dark garage into the bright sunlight). This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Locations > Lamp Dimmer Module Rear Of Engine Compartment, Front Of Dash Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Locations > Lamp Dimmer Module > Page 586 LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Locations > Page 587 Dimmer Switch: Diagrams Lamp Dimmer Module Panel Dimmer Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Locations > Page 588 Dimmer Switch: Service and Repair Description Remove or Disconnect 1. Disable SIR system. 2. Left sound insulator. 3. Electrical connector. 4. Screws to dimmer module. Install or Connect 1. Screws to dimmer module. 2. Electrical connector. 3. Left sound insulator. 4. Enable SIR system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure Fuel Gauge Sender: Technical Service Bulletins Fuel Level Sensor - Replacement Procedure File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-07 Date: March, 1998 Subject: Fuel Level Sensor Replacement Procedure Models: 1997-98 Passenger Cars and Light Duty Trucks (Listed in Application Chart) INFORMATION This bulletin is being issued to clarify that, when fuel gauge diagnosis per the Service Manual indicates the cause to be the fuel level sensor, complete fuel sender assembly replacement is NOT required. Available fuel level sensor service packages are indicated in the application charts and should be installed following applicable Service Manual procedures and those provided in the service packages. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 593 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 594 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 595 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 596 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 597 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 598 Parts Information See the charts for listed for applicable part numbers. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the tables. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Page 599 Fuel Gauge Sender: Description and Operation The Body Function Controller (BFC) calculates fuel level and sends a serial data message to the Instrument Cluster indicating fuel level. The fuel level is calculated as a ratiometric reading between the Fuel Level Sensor and an Ignition 0 reference voltage. By using this method, changes in system voltage will have no effect on fuel level. The Body Function Controller (BFC) sends changes in fuel level information to the Instrument Cluster over the Serial Peripheral Interface (SPI) serial data bus. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Ambient Light Sensor > Component Information > Locations Top Of Dash Trim Pad Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Ambient Light Sensor > Component Information > Locations > Page 604 Ambient Light Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 608 Brake Light Switch: Diagrams Brake Switch: C1 Brake Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 609 Brake Light Switch: Service and Repair Stop Indicator Switch REMOVE OR DISCONNECT 1. Passenger side sound insulator. 2. Electrical connection from brake switch. 3. Brake switch from retainer by turning counter clockwise 45°, then pulling toward rear of vehicle. INSTALL OR CONNECT 1. Insert stop indicator switch into retainer until switch bottoms out against brake pedal and switch actuator is fully depressed. 2. Snap brake switch into retainer by turning clockwise 45° until a click is heard. 3. Electrical connection to brake switch. 4. Passenger side sound insulator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Combination Switch > Component Information > Technical Service Bulletins > Customer Interest for Combination Switch: > 73-81-52 > Nov > 97 > Lights - Park Lamps Stay ON With Headlamp Switch OFF Combination Switch: Customer Interest Lights - Park Lamps Stay ON With Headlamp Switch OFF File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-52 Date: November, 1997 Subject: Park Lamps Stay On with Headlamp Switch in "OFF" Position (Replace Multifunction Switch) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on one of the following: 1. The radio or cluster illumination dims with actuation of the turn signal lever. 2. The park lamps will not turn off. 3. The park lamps come on by themselves. 4. The battery goes dead. Cause The park lamp contact may not cross the switch gap, resulting in park lamps remaining on. Correction To verity this condition, the concern can usually be duplicated by turning the headlamp switch off very slowly with light pressure. Then, actuate the turn signal for a right turn and the park lamps may come on. If the concern can not be duplicated in this manner, a visual check can be done to see if the contact crosses the gap or stops on or near the gap. Looking at the back of the switch body, follow the park lamp circuit terminals 31 and 32 down to the switch grid. The park lamp contact can be seen through the gap between these two sections of the switch grid. If the contact dimple does not cross the gap but rests in the gap when the switch is turned to the "OFF" position, the described condition exists. If the condition exists, replace the multifunction switch, P/N 22602262. Refer to "Multifunction Switch" in the Service Manual. Parts Information The supplier implemented an improved sorting process in April, 1997 while tool modifications were being made. The date code is located on the top surface of the switch body lust above the headlamp connector. The supplier Z code (Z0191) is stamped on the part just above the date code. The date code begins with a "6" or "7" for the year followed by the Julian date which is followed by two additional digits indicating tester information. Date codes prior to 7093XX are suspect. P/N Description 22602262 Multifunction Switch Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time N2355 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Combination Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Combination Switch: > 73-81-52 > Nov > 97 > Lights - Park Lamps Stay ON With Headlamp Switch OFF Combination Switch: All Technical Service Bulletins Lights - Park Lamps Stay ON With Headlamp Switch OFF File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-52 Date: November, 1997 Subject: Park Lamps Stay On with Headlamp Switch in "OFF" Position (Replace Multifunction Switch) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on one of the following: 1. The radio or cluster illumination dims with actuation of the turn signal lever. 2. The park lamps will not turn off. 3. The park lamps come on by themselves. 4. The battery goes dead. Cause The park lamp contact may not cross the switch gap, resulting in park lamps remaining on. Correction To verity this condition, the concern can usually be duplicated by turning the headlamp switch off very slowly with light pressure. Then, actuate the turn signal for a right turn and the park lamps may come on. If the concern can not be duplicated in this manner, a visual check can be done to see if the contact crosses the gap or stops on or near the gap. Looking at the back of the switch body, follow the park lamp circuit terminals 31 and 32 down to the switch grid. The park lamp contact can be seen through the gap between these two sections of the switch grid. If the contact dimple does not cross the gap but rests in the gap when the switch is turned to the "OFF" position, the described condition exists. If the condition exists, replace the multifunction switch, P/N 22602262. Refer to "Multifunction Switch" in the Service Manual. Parts Information The supplier implemented an improved sorting process in April, 1997 while tool modifications were being made. The date code is located on the top surface of the switch body lust above the headlamp connector. The supplier Z code (Z0191) is stamped on the part just above the date code. The date code begins with a "6" or "7" for the year followed by the Julian date which is followed by two additional digits indicating tester information. Date codes prior to 7093XX are suspect. P/N Description 22602262 Multifunction Switch Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time N2355 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Fog/Driving Lamp Switch > Component Information > Locations LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Fog/Driving Lamp Switch > Component Information > Locations > Page 626 Fog Lamp Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Fog/Driving Lamp Switch > Component Information > Locations > Page 627 Fog/Driving Lamp Switch: Description and Operation The fog lamp switch is located in the dimmer switch assembly. To turn on the fog lamps the ignition switch must he in the RUN position and the fog lamp switch must be in the ON position, and the high beams off. When the fog lamps are turned on (head and park lamps off) the front and rear marker lamps, park lamps, taillamps, license lamp and instrument panel lamps must also be on. When the high beam head lamps are selected, the fog lamps are turned off. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Glove Box Lamp Switch > Component Information > Locations Top RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Glove Box Lamp Switch > Component Information > Locations > Page 631 Glove Box Lamp/Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Diagrams Hazard Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Diagrams > Page 635 Hazard Warning Switch: Service and Repair Description Description Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. 3. Cluster trim. 4. Unsnap hazard warning switch assembly from cluster trim with a blunt tool. 5. Electrical connector. Install or Connect 1. Electrical connectors 2. Switch into cluster trim plate. 3. Cluster trim. 4. Enable SIR system. 5. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams Headlamp Switch: Diagrams Turn/Headlamp Switch Assembly: C1 Turn/Headlamp Switch Assembly: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Turn Signal Switch > Component Information > Locations LH Side Of I/P, Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Turn Signal Switch > Component Information > Locations > Page 642 Turn Signal Switch: Diagrams Turn/Headlamp Switch Assembly: C1 Turn/Headlamp Switch Assembly: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Locations Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 650 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 651 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 652 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 653 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 654 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 655 Mass Air Flow (MAF) Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 656 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 657 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 658 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 659 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 660 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 661 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 662 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 663 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 664 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 665 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 666 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 667 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 668 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 669 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 670 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 671 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 672 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 673 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 674 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 675 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 676 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 677 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 678 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 679 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 680 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 681 Mass Air Flow (MAF) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 682 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 683 Mass Air Flow (MAF) Sensor: Description and Operation DESCRIPTION The Mass Air Flow (MAF) sensor measures the amount of air which passes through the throttle body. The PCM uses this information to determine the operating condition of the engine, to control fuel delivery. A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle. The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should read between 4 gm/s-7 gm/s on a fully warmed up engine. Values should change rather quickly on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF sensor or circuit should set DTC P0101, DTC P0102, or DTC P0103. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 684 Mass Air Flow (MAF) Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the MAF sensor electrical connector. 2. Remove the air inlet duct from the MAF sensor. 3. Remove the MAF sensor from the air filter housing. INSTALL OR CONNECT 1. Carefully install the MAF sensor to the air inlet grommet. 2. Install the MAF sensor to the air inlet duct. 3. Reconnect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Specifications Camshaft Position Sensor: Specifications Camshaft Position Sensor Bolt ............................................................................................................ ........................................................... 10 Nm (8 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Specifications > Page 688 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 691 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 692 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 693 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 694 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 695 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 696 Camshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 697 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 698 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 699 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 700 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 701 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 702 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 703 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 704 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 705 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 706 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 707 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 708 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 709 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 710 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 711 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 712 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 713 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 714 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 715 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 716 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 717 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 718 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 719 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 720 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 721 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 722 Camshaft Position (CMP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Page 723 Camshaft Position Sensor: Description and Operation Camshaft Position Sensor DESCRIPTION The Camshaft Position Sensor (CMP) sends a cam signal to the PCM which uses it as a sync pulse to trigger the injectors in proper sequence. The CAM signal is passed through the ignition control module. It is filtered and buffered by the ignition control module, but the signal is not processed in any other way. The PCM uses the CAM signal to indicate the position of the #1 piston during its power stroke. This allows the PCM to calculate true Sequential Fuel Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is running, DTC P0341 will set. If the CAM signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. The engine can be restarted and will run in the calculated sequential mode as long as the fault is present with a 1 in 6 chance of injector sequence being correct. Refer to DTC P0341/ Diagnostic Trouble Code Tables for further information. See: Powertrain Management/Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Page 724 Camshaft Position Sensor: Service and Repair Camshaft Position Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt. 3. Refer to Steering and Suspension for removal of power steering pump assembly. 4. Remove the electrical connector. 5. Remove the bolt. 6. Remove the sensor. INSTALL OR CONNECT 1. Install the Camshaft Position Sensor. Tighten Retaining bolt to 10 Nm (8 lb. ft.). 2. Install the electrical Connector 3. Install the power steering pump. 4. Install the serpentine drive belt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications Coolant Temperature Sensor/Switch (For Computer): Electrical Specifications Engine Coolant Temperature (ECT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications > Page 729 Coolant Temperature Sensor/Switch (For Computer): Mechanical Specifications Engine Coolant Temperature (ECT) Sensor ............................................................................................................................................... 23 Nm (17 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 730 Engine Coolant Temperature (ECT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 731 Coolant Temperature Sensor/Switch (For Computer): Description and Operation DESCRIPTION The Engine Coolant Temperature (ECT) sensor is a thermistor (a resistor which changes value based on temperature) mounted in the engine coolant stream. Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high temperature causes low resistance (70 ohms at 130°C/266°F). OPERATION The PCM supplies a 5 volt signal to the engine coolant temperature sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the engine is cold, and low when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant temperature. Engine coolant temperature affects most systems the PCM controls. The scan tool displays engine coolant temperature in degrees. After engine start-up, the temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the engine has not been run for several hours (overnight) the engine coolant temperature and intake air temperature displays should be close to each other. A hard fault in the engine coolant sensor circuit should set DTC P0117 or DTC P0118; an intermittent fault should set a DTC P1114 or P1115. The DTC Diagnostic Aids also contains a chart to check for sensor resistance values relative to temperature. The ECT sensor also contains another circuit which is used to operate the engine coolant temperature gauge located in the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 732 Coolant Temperature Sensor/Switch (For Computer): Service and Repair REMOVE OR DISCONNECT 1. Relieve coolant pressure. 2. Air intake duct. 3. Disconnect the negative battery cable. 4. Remove the electrical connector. 5. Using a deep well socket and extension, remove the sensor. INSTALL OR CONNECT 1. Coat engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent. 2. Install the sensor in the engine. Tighten Sensor to 23 Nm (17 lb. ft.). 3. Install the electrical connector. 4. Air intake duct. 5. Connect the negative battery cable. 6. Start the engine. 7. Check for leaks. 8. Check the coolant level, replenish as needed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor Crankshaft Position Sensor: Specifications 24X Crankshaft Position Sensor Camshaft Position Sensor Bolt ............................................................................................................ ......................................................... 10 Nm (8 lb. ft.) Crankshaft Balancer Bolt Torque [1] ...................................................................................................................................................... 150 Nm (110 lb. ft.) [1] Apply thread sealer GM # 1052080 or equivalent to threads. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor > Page 737 Crankshaft Position Sensor: Specifications 7X Crankshaft Position Sensor Crankshaft Sensor Bolt Torque ........................................................................................................... .......................................................... 8 Nm (71 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) Lower Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) > Page 740 Lower Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 743 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 744 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 745 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 746 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 747 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 748 Crankshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 749 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 750 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 751 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 752 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 753 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 754 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 755 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 756 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 757 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 758 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 759 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 760 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 761 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 762 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 763 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 764 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 765 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 766 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 767 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 768 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 769 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 770 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 771 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 772 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 773 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 774 Crankshaft Position Sensor: Connector Views 7x Crankshaft Position (CKP) Sensor 24x Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 775 Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 3X 3X Reference Low The PCM uses this signal, from the ignition control module to calculate engine speed and crankshaft position over 1280 RPM. The PCM also uses the pulses on this circuit to initiate injector pulses. If the PCM receives no pulses on this circuit, DTC P1374 will set and the PCM will use the 24X reference signal circuit for fuel and ignition control. This is a ground circuit for the digital RPM counter inside the PCM, but the wire is connected to engine ground only through the ignition control module. Although this circuit is electrically connected to the PCM, it is not connected to ground at the PCM. The PCM compares voltage pulses on the reference input circuits to pulses on this circuit, ignoring pulses that appear on both. Refer to Electronic Ignition System for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 778 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 7X Description The 7x crankshaft position sensor is the other Hall-effect switch closer to the crankshaft. The interrupter ring is a special wheel cast on the crankshaft that has seven machined slots. six of which are equally spaced 60 degrees apart. The seventh slot is spaced 10 degrees from one of the other slots. as the interrupter ring rotates with the crankshaft, the slots change the magnetic field. this will cause the 7x the Hall-effect switch to ground the 3X signal voltage that is supplied by the ignition control module. The ignition control module interprets the 7x on-off signals as an indication of crankshaft position. The ignition control module must have the 7x signal to fire the correct ignition coil. Operation The crankshaft position sensor provides a signal used by the ignition control module. The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference pulses which the PCM uses to calculate RPM and crankshaft position Refer to Electronic Ignition System for additional information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 779 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 24X 24X Crankshaft Position (CKP) Sensor DESCRIPTION The 24X crankshaft position sensor (1), secured in, an aluminum mounting bracket and bolted to the front left side of the engine timing chain cover, is partially behind the crankshaft. A 3-wire harness connector plugs into the sensor, connecting it to the Powertrain Control Module (PCM). The 24X Crankshaft Position (CKP) Sensor is used to improve idle spark control at engine speeds up to approximately 1250 RPM. OPERATION The 24X crankshaft position sensor contains one Hall-effect switch and magnet. The magnet and Hall-effect switch are separated by an air gap. A Hall-effect switch reacts like a solid state switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic field is shielded from the switch by a piece of steel placed in the air gap between the magnet and the switch, the signal voltage is not grounded. If the piece of steel (called an interrupter) is repeatedly moved in and out of the air gap, the signal voltage will appear to go ON-OFF-ON-OFF-ON-OFF. Compared to a conventional mechanical distributor, this ON-OFF signal is similar to the signal that a set of breaker points in the distributor would generate as the distributor shaft turned and the points opened and closed. In the case of the electronic ignition system, the piece of steel is the concentric interrupter ring mounted to the rear of the crankshaft balancer. The interrupter ring has blades and windows that, with crankshaft rotation, either block the magnetic field or allow it to close the Hall-effect switch. The Hall-effect switch produces a signal called the CKP 24X because the interrupter ring has 24 evenly spaced blades and windows. When a CKP 24X interrupter ring window is between the magnet and Hall-effect switch, the magnetic field will cause the CKP 24X Hall-effect switch to ground the CKP 24X signal voltage supplied from the PCM. The CKP 24X portion of the crankshaft position sensor produces 24 ON-OFF pulses per crankshaft revolution. The 24X signal allows the PCM to determine a more precise crankshaft position at lower RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Page 780 Crankshaft Position Sensor: Testing and Inspection The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Powertrain Management/Computers and Control Systems/Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Powertrain Management/Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Powertrain Management/Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Powertrain Management/Computers and Control Systems/Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (7X) 7X Crank Shaft Position (CKP) Sensor Removal Procedure 1. Disconnect the negative battery cable. 2. Turn the steering wheel all the way to the left. 3. Remove the CKP electrical connector. 4. Remove the CKP fastener. 5. Remove the CKP sensor from the Engine Block. 6. if the CKP sensor is going to be re-used inspect the sensor for the following: 6.1. Inspect the CKP sensor for wear, cracks, or leakage. Replace the O-ring if necessary. 6.2. Lubricate the new O-ring with clean engine oil before installing Installation Procedure 1. Install the CKP sensor to the block. 2. Install the bolt to hold the CKP sensor to the block face. Tighten ^ Tighten the bolt to 8 Nm (71 lb in). 3. Connect the electrical connector. 4. Lower the vehicle. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) > Page 783 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (24X) 24X Crankshaft Position (CKP) Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the vehicle on hoist. 4. Remove the crankshaft harmonic balancer retaining bolt. 5. Remove the crankshaft harmonic balancer using special tool (J 24420-B) or equivalent. 6. Note the routing of sensor harness before removal. 7. Remove the harness retaining clip with bolt (1). 8. Remove the sensor electrical connector. 9. Remove the sensor bolts (2). 10. Remove the sensor. INSTALL OR CONNECT 1. Install the 24X Crankshaft Position Sensor with bolts (2) and route harness as noted during removal. 2. Install the harness retaining clip with bolt (1). Tighten Bolts to 10 Nm (8 lb. ft.). 3. Install the sensor electrical connector. 4. Install the balancer on the crankshaft using special tool (J 29113) or equivalent. 5. Apply thread sealer GM #1052080 or equivalent to threads of the crankshaft harmonic balancer bolt. Tighten Bolt to 150 Nm (110 lb. ft.). 6. Lower vehicle. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation EGR Valve Position Sensor: Description and Operation Linear EGR Valve DESCRIPTION The EGR pintle position sensor is an integral part of the EGR valve assembly. This sensor can not be serviced separately from the EGR valve. The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM and to detect a fault if the pintle position sensor and control circuits are open or shorted. If the PCM detects a pintle position signal voltage outside the normal range of the pintle position sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR system operation, the PCM will set DTC P1406. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure Fuel Level Sensor: Technical Service Bulletins Fuel Level Sensor - Replacement Procedure File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-07 Date: March, 1998 Subject: Fuel Level Sensor Replacement Procedure Models: 1997-98 Passenger Cars and Light Duty Trucks (Listed in Application Chart) INFORMATION This bulletin is being issued to clarify that, when fuel gauge diagnosis per the Service Manual indicates the cause to be the fuel level sensor, complete fuel sender assembly replacement is NOT required. Available fuel level sensor service packages are indicated in the application charts and should be installed following applicable Service Manual procedures and those provided in the service packages. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 791 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 792 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 793 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 794 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 795 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 796 Parts Information See the charts for listed for applicable part numbers. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the tables. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Page 797 Fuel Level Sensor: Description and Operation The fuel sensor is attached to the modular fuel sender assembly. As the position of the float varies with the fuel level, the rheostat produces a variable resistance between the fuel gage and ground. The fuel gage converts this variable resistance into the fuel level reading display on the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams Fuel Tank Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams > Page 801 Fuel Tank Pressure Sensor: Description and Operation Fuel Filter Description The Fuel Tank Pressure Sensor is mounted on top of the modular fuel sender. The sensor measures the difference between the fuel vapor pressure (or vacuum) in the fuel tank and the outside air pressure. A three wire electrical harness connects it to the Powertrain Control Module (PCM). Operation The PCM supplies a 5 volt reference signal and ground to the sensor. The sensor will return a voltage between 0.1 volts and 4.9 volts back to the PCM depending on the fuel vapor pressure in the fuel tank. When the fuel pressure in the fuel tank is equal to the outside air pressure, such as when the fuel cap is removed, the output voltage will be 1.3 volts to 1.7 volts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams > Page 802 Fuel Tank Pressure Sensor: Service and Repair Removal Procedure 1. Relieve the system fuel pressure. Refer to Fuel Pressure Release Procedure. 2. Drain fuel tank. Refer to Draining Fuel Tank. 3. Remove the fuel tank. Refer to Fuel Tank. 4. Remove the electrical connector from the fuel tank vapor pressure sensor. 5. Remove the fuel tank vapor pressure sensor from modular fuel sender Installation Procedure 1. Install the new fuel tank vapor pressure sensor to modular fuel sender. 2. Install the electrical connector to fuel tank vapor pressure sensor 3. Install the fuel tank. Refer to Fuel Tank. 4. Refill tank. 5. Install the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications Intake Air Temperature Sensor: Electrical Specifications Intake Air Temperature (IAT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications > Page 807 Intake Air Temperature Sensor: Mechanical Specifications Torque Valve Torque Valve Induction Air Sensor 44 in.lb Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions Intake Air Temperature Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 810 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 811 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 812 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 813 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 814 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 815 Intake Air Temperature Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 816 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 817 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 818 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 819 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 820 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 821 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 822 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 823 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 824 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 825 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 826 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 827 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 828 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 829 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 830 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 831 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 832 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 833 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 834 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 835 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 836 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 837 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 838 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 839 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 840 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 841 Intake Air Temperature (IAT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 842 Intake Air Temperature Sensor: Electrical Diagrams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 843 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 844 Intake Air Temperature Sensor: Description and Operation Operation The Intake Air Temperature (IAT) sensor is a thermistor which changes value based on the temperature of air entering the engine. Low temperature produces a high resistance (100,000 ohms at -40°C (-40°F), while high temperature causes low resistance (70 ohms at 130°C (266°F). The PCM supplies a 5 volt signal to the sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the incoming air is cold, and low when the air is hot. By measuring the voltage, the PCM calculates the incoming air temperature. The IAT sensor signal is used to adjust spark timing according to incoming air density. The scan tool displays temperature of the air entering the engine, which should read close to ambient air temperature when the engine is cold, and rise as the underhood temperature increases. If the engine has not been run for several hours (overnight) the IAT sensor temperature and engine coolant temperature should read close to each other. A failure in the IAT sensor circuit should set DTC P0112 or DTC P0113. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 845 Intake Air Temperature Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the electrical connector. 2. Carefully grasp the sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct. INSTALL OR CONNECT 1. Install the IAT Sensor into the hole. 2. Connect the electrical connector to the IAT Sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 851 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 852 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 853 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 854 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 855 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 856 Knock Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 857 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 858 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 859 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 860 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 861 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 862 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 863 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 864 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 865 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 866 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 867 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 868 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 869 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 870 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 871 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 872 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 873 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 874 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 875 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 876 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 877 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 878 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 879 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 880 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 881 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 882 Knock Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 883 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 884 Knock Sensor: Description and Operation Description Varying octane levels in today's gasoline may cause detonation in some engines. Detonation is caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled explosion could produce a flame front opposite that of the normal flame front produced by the spark plug. The rattling sound normally associated with detonation is the result of two or more opposing pressures (flame fronts) colliding within the combustion chamber. Though light detonation is sometimes considered normal, heavy detonation could result in engine damage. To control spark knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing to reduce spark knock in the engine. This allows the engine to use maximum spark advance to improve driveability and fuel economy. ^ KS module. ^ Knock sensor. Operation The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is mounted in the engine block near the cylinders. The sensors produce an AC output voltage which increases with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the Ignition Control (IC) timing to reduce spark knock. The knock sensor is used to detect engine detonation, allowing the PCM to retard Ignition Control (IC) spark timing based on the KS signal being received. The knock sensor produces an AC signal which rides on a 5 volts DC signal supplied by the PCM. The signal amplitude and frequency is dependent upon the amount of knock being experienced. The PCM determines whether knock is occurring by comparing the signal level on the KS circuit with the voltage level on the noise channel. The noise channel allows the PCM to reject any false knock signal by indicating the amount of normal engine mechanical noise present. Normal engine noise varies depending on engine speed and load. If the voltage level on the KS noise channel circuit is below the range considered normal, DTC P0327 will set, indicating a fault in the KS circuit or one of the knock sensors. If the PCM determines that an abnormal minimum or maximum noise level is being experienced, a DTC P0326 will set. The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Powertrain Management/Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 885 Knock Sensor: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Powertrain Management/Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 886 Knock Sensor: Service and Repair REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Remove the knock sensor wiring harness connector from knock sensor. 4. Remove the knock sensor from engine block. INSTALL OR CONNECT NOTE: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and applying additional sealant will affect the sensors ability to detect detonation. 1. Install the knock sensor into engine block. 2. Install the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. 4. Disconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions Manifold Pressure/Vacuum Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 891 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 892 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 893 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 894 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 895 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 896 Manifold Pressure/Vacuum Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 897 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 898 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 899 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 900 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 901 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 902 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 903 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 904 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 905 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 906 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 907 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 908 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 909 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 910 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 911 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 912 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 913 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 914 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 915 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 916 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 917 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 918 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 919 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 920 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 921 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 922 Manifold Absolute Pressure (MAP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 923 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 924 Manifold Pressure/Vacuum Sensor: Description and Operation MAP Sensor Service Description The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure (vacuum). The MAP sensor signal voltage to the PCM varies from below 2 volts at idle (high vacuum) to above 4 volts with the key ON, engine not running or at wide-open throttle (low vacuum). Operation The MAP sensor is used to determine manifold pressure changes while the linear EGR flow test diagnostic is being run (refer to DTC P0401 in DTC Tables), to determine engine vacuum level for other diagnostics and to determine barometric pressure (BARO). See: Powertrain Management/Computers and Control Systems/Testing and Inspection If the PCM detects a voltage that is lower than the possible range of the MAP sensor, DTC P0107 will be set. A signal voltage higher than the possible range of the sensor will set DTC P0108. An intermittent low or high voltage will set DTC P1107 or P1106 respectively. The PCM can also detect a shifted MAP sensor. The PCM compares the MAP sensor signal to a calculated MAP based on throttle position and various engine load factors. If the PCM detects a MAP signal that varies excessively above or below the calculated value, DTC P0106 will set. The PCM updates the MAP sensor reading at each 3X reference pulse. If the 3X reference pulse is lost the PCM will only update the MAP sensor once per ignition cycle and will retain that value until the next ignition cycle. Depending on the retained MAP sensor value, the PCM will set the appropriate high voltage DTC or low voltage DTC. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 925 Manifold Pressure/Vacuum Sensor: Service and Repair MAP Sensor Service Removal Procedure 1. Disconnect the negative battery cable. 2. The Fuel Injector harness is attached to the MAP Sensor bracket. Disconnect the Fuel Injector Harness from the MAP Sensor. 3. Remove the bolt/screws (2). 4. Remove the electrical connector. 5. Remove the inlet vacuum hose. 6. Remove the MAP sensor from the bracket. Installation Procedure 1. Installation the inlet vacuum hose. 2. Connect the electrical connector. 3. Position the MAP sensor to bracket and drive bolt/screws (2) securely seated and not stripped. 4. Connect the Fuel Injector harness to the MAP Sensor bracket. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications Oil Level Sensor For ECM: Specifications Engine Oil Level Switch ....................................................................................................................... ............................................. 17-27 Nm (13-20 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications > Page 929 Oil Level Sensor For ECM: Description and Operation Engine Oil Level Sensor The PCM monitors the Engine Oil Level Sensor signal at start-up to determine if engine oil level is OK. If the PCM determines that a low oil level condition exists, the PCM will illuminate the Low Oil Level indicator lamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications > Page 930 Oil Level Sensor For ECM: Service and Repair Engine Oil Level Sensor REMOVAL PROCEDURE 1. Raise the vehicle. 2. Drain the engine oil. 3. Disconnect the electrical connector from Engine Oil Level Switch 4. Remove the Engine Oil Level Switch from the oil pan. INSTALLATION PROCEDURE 1. Install the Engine Oil Level Switch. Tighten Switch to 17-27 Nm (13-20 lb. ft.). 2. Lower the vehicle. 3. Add the engine oil to the correct level. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oil Pressure Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oil Pressure Sensor > Component Information > Locations > Page 934 Engine Oil Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems Oxygen Sensor: Technical Service Bulletins Oxygen Sensor - Locations in Various Exhaust Systems File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-40 Date: March, 1997 INFORMATION Subject: Pictorial of Oxygen Sensor Designations in Various Exhaust Systems Configurations Models: 1996-97 Passenger Cars, Geos and Trucks Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 939 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 940 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 941 Pictorials of the designation of oxygen sensors in General Motors vehicles. There has been some confusion relative to OBD II oxygen sensor designation. The intent of this bulletin is to eliminate misdiagnosis of those oxygen sensors due to misidentification. When using Section 6E of the Service Manual, this chart can help locate the appropriate bank and sensor for the diagnostic. For "V" engines; BANK 1 is always on the side of the engine with the number 1 cylinder (odd cylinders), and BANK 2 is always on the side of the engine where the number 2 cylinder (even cylinders) is located. Just a reminder, the OBD II P-codes, technician observations and customer comments are all to be recorded on the repair order in accordance with article 1.6.2G of the GM Service Policies and Procedures Manual. Use the approved labor operation for the sensors replaced. J 6372 is used for engine out sensors. Labor Operation J 6380 is for the pre-sensor (the sensor just in front of the catalytic converter) and the post sensor (the sensor behind the catalytic converter). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 942 Oxygen Sensor: Specifications Heated Oxygen Sensor ....................................................................................................................... ............................................... 42 +/- 4 Nm (31 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update Oxygen Sensor: Locations Technical Service Bulletin Update File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-40 Date: March, 1997 INFORMATION Subject: Pictorial of Oxygen Sensor Designations in Various Exhaust Systems Configurations Models: 1996-97 Passenger Cars, Geos and Trucks Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 945 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 946 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 947 Pictorials of the designation of oxygen sensors in General Motors vehicles. There has been some confusion relative to OBD II oxygen sensor designation. The intent of this bulletin is to eliminate misdiagnosis of those oxygen sensors due to mis-identification. When using Section 6E of the Service Manual, this chart can help locate the appropriate bank and sensor for the diagnostic. For "V" engines; BANK 1 is always on the side of the engine with the number 1 cylinder (odd cylinders), and BANK 2 is always on the side of the engine where the number 2 cylinder (even cylinders) is located. Just a reminder, the OBD II P-codes, technician observations and customer comments are all to be recorded on the repair order in accordance with article 1.6.2G of the GM Service Policies and Procedures Manual. Use the approved labor operation for the sensors replaced. J 6372 is used for engine out sensors. Labor Operation J 6380 is for the pre-sensor (the sensor just in front of the catalytic converter) and the post sensor (the sensor behind the catalytic converter). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 948 Center Of Passenger Compartment, Under Vehicle Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 949 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 952 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 953 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 954 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 955 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 956 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 957 Oxygen Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 958 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 959 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 960 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 961 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 962 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 963 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 964 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 965 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 966 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 967 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 968 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 969 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 970 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 971 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 972 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 973 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 974 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 975 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 976 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 977 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 978 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 979 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 980 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 981 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 982 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 983 Oxygen Sensor: Connector Views Post Converter Heated Oxygen Sensor (HO2S 2) Pre Converter Heated Oxygen Sensor (HO2S 1) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 984 Oxygen Sensor: Electrical Diagrams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Fuel Control Oxygen Sensors Oxygen Sensor: Description and Operation Fuel Control Oxygen Sensors Description The Precatalyst Heated Oxygen Sensor (HO2S 1) is mounted in the exhaust manifold where it can monitor the oxygen content of the exhaust gas stream. The oxygen present in the exhaust gas reacts with the sensor to produce a voltage output. This voltage should constantly fluctuate from approximately 100mV (high oxygen content - lean mixture) to 900mV (low oxygen content - rich mixture). The heated oxygen sensor voltage can be monitored with a scan tool. By monitoring the voltage output of the oxygen sensor, the PCM calculates what fuel mixture command to give to the injectors (lean mixture-low HO2S voltage = rich command, rich mixture-high HO2S voltage = lean command). Operation The HO2S 1 circuit, if open, should set a DTC P0134 and the scan tool will display a constant voltage between 400 - 500mV. A constant voltage below 300mV in the sensor circuit (circuit grounded) should set DTC P0131, while a constant voltage above 800mV in the circuit should set DTC P0132. A fault in the HO2S 1 heater circuit should cause DTC P0135 to set. The PCM can also detect HO2S response problems. If the response time of an HO2S is determined to be too slow, the PCM will store a DTC that indicates degraded HO2S performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Fuel Control Oxygen Sensors > Page 987 Oxygen Sensor: Description and Operation Heated Oxygen Sensor 2 (HO2S 2) Catalyst Monitor Function The catalyst monitor sensors operate the same as the fuel control sensors. Although the HO2S 2 sensors' main function is catalyst monitoring, it also plays a limited role in fuel control. If the sensor output indicates a voltage either above or below the 450 millivolt bias voltage for an extended period of time, the PCM will make a slight adjustment to fuel trim to ensure that fuel delivery is correct for catalyst monitoring. A problem with the HO2S 2 signal circuit should set DTC P0137, P0138 or P0140, depending on the specific condition. A fault in the heated oxygen sensor heater element or its ignition feed or ground will result in slower oxygen sensor response. This may cause erroneous Catalyst monitor diagnostic results. A fault in the HO2S 2 heater circuit should cause DTC P0141 to set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Page 988 Oxygen Sensor: Service and Repair Removal Procedure Caution: The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. If HO2S 2 is being replaced, raise the vehicle. 2. Disconnect the electrical connector. Important: A special anti-seize compound is used on the heated oxygen sensor threads The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 3. Carefully back out the heated oxygen sensor. Installation Procedure 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti-seize compound PIN 5613695, or equivalent if necessary. 2. Install the Heated Oxygen Sensor. Tighten ^ Tighten the HO2S 1 (Pre-catalytic converter) to 42 +/- 4 N.m (31 lb ft). ^ Tighten the HO2S 2 (Post-catalytic converter) to 42 +/- 4 N.m (31 lb ft). 3. Connect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications Throttle Position Sensor: Specifications Throttle position sensor screws [1] ............................................................................................................................................................ 2.0 Nm (18 lb in.) 1. Install the two TP sensor attaching screws, using a thread-locking compound on the screws. Loctite® 262, GM Part No. 1052624, or equivalent should be used. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Page 992 Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 995 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 996 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 997 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 998 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 999 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1000 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1001 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1002 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1003 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1004 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1005 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1006 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1007 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1008 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1009 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1010 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1011 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1012 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1013 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1014 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1015 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1016 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1017 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1018 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1019 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1020 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1021 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1022 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1023 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1024 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1025 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1026 Throttle Position (TP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 1027 Throttle Position Sensor: Description and Operation Throttle Position (TP) Sensor DESCRIPTION The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a closed throttle position, the output of the TP sensor is low. As the throttle valve opens the TP sensor voltage increases so that at Wide Open Throttle (WOT), the TP sensor voltage should be above 4 volts. The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the PCM thinks the throttle is moving. A hard failure in the TP sensor 5 volts reference or signal circuits should set either a DTC P0122 or DTC P0123, and P1350. A hard failure with the TP sensor ground circuit may set DTCs P0123 and P0117. Once a DTC is set, the PCM will use an artificial default value based on engine RPM and mass air flow for throttle position and some vehicle performance will return. A high idle may result when either DTC P0122 or DTC P0123 is set. The PCM can detect intermittent TP sensor faults. DTC P1121 or DTC P1122 will set if an intermittent high or low circuit failure is being detected. The PCM can also detect a shifted TP sensor. The PCM monitors throttle position and compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If the PCM detects an out of range condition, DTC P0121 will be set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 1028 Throttle Position Sensor: Service and Repair Removal Procedure 1. Remove the TP sensor electrical connector. 2. Remove the 2 TP sensor attaching screws. 3. Remove the TP sensor. Installation Procedure 1. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle body assembly. 2. Install the 2 TP sensor attaching screws, using a thread-locking compound on the screws. Loctite 262, GM Part No. 1052624, or equivalent should be used. Tighten ^ Tighten the TP sensor attaching screws to 2.0 Nm (18 lb in). 3. Install the TP sensor electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 1037 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 1038 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 1044 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 1045 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Page 1046 Valid Input Combinations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 Transaxle Range Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 > Page 1049 Transaxle Range Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 1050 Transmission Position Switch/Sensor: Description and Operation Valid Input Combinations DESCRIPTION The Transaxle Range Switch is part of the Transaxle Park/Neutral Position (PNP) switch mounted on the transaxle manual shaft. The 4 inputs from the transaxle range switch indicate to the PCM which position is selected by the Transaxle selector lever. This information is used for transmission shift control, ignition timing, EVAP canister purge, EGR and Idle Air Control (IAC) valve operation. The combination of the four transaxle range input states determine the PCM commanded shift pattern. The input voltage level at the PCM is high (B+) when the transaxle range switch is open and low when the switch is closed to ground. The state of each input is represented on the scan tool as X=high voltage level, O=low voltage level. The four parameters represent transaxle range switch Parity, A, B, and C inputs respectively. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 1051 Transmission Position Switch/Sensor: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 1052 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 1053 Transmission Position Switch/Sensor: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Shift linkage. 3. Electrical connector. 4. Mounting bolts. 5. Switch assembly. REPLACEMENT - USING OLD SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft with switch. 3. Mounting bolts, loosely. 4. Insert J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Remove Or Disconnect 1. J 41545. IMPORTANT: After switch adjustment, verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch. REPLACEMENT - USING NEW SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft to flats in switch and install switch assembly. 3. Mounting bolts. 4. Insert tool J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Important: After switch installation verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch using Replacement - Using Old Switch procedure. Adjust 1. Place transaxle control shifter assembly in the NEUTRAL notch in detent plate. 2. Loosen switch attaching bolts. 3. Rotate switch on shifter assembly to align J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 1054 Tighten - Bolts to 24 Nm (18 ft. lbs.). 4. Remove J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits Vehicle Speed Sensor: Technical Service Bulletins Instruments - New Diagnostic Tables For VSS Circuits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-32 Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8A - Electrical Diagnosis - New Diagnostic Tables for Vehicle Speed Sensor Signal Circuit Models: 1996-97 Buick Skylark 1996 Chevrolet Beretta, Corsica 1996-97 Chevrolet Cavalier 1997 Chevrolet Malibu 1996-97 Oldsmobile Achieva 1997 Oldsmobile Cutlass 1996-97 Pontiac Grand Am, Sunfire This bulletin is being issued to add new diagnostic tables to Section 8A of the Service Manual. The tables included describe the diagnostic procedures for the diagnosis of the Vehicle Speed Sensor signal circuit from the Powertrain Control Module (PCM) to auxiliary devices. Please insert the included diagnostic tables into the Electrical Diagnosis Instrument Cluster section (Cell 80 J/L/N cars; Cell 81 L/N cars) of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1059 8A - 1 - 1 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1060 8A - 1 - 2 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1061 8A - 1 - 3 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1062 8A - 1 - 4 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1063 8A - 1 - 5 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1064 8A - 1 - 6 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1065 8A - 1 - 7 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1066 8A - 1 - 8 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1067 8A - 1 - 9 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1068 8A - 1 - 10 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1069 8A - 1 - 11 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1070 8A - 1 - 12 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1071 8A - 1 - 13 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1072 8A - 1 - 14 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1073 8A - 1 - 15 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1074 8A - 1 - 16 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1075 8A - 1 - 17 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1076 8A - 1 - 18 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1077 8A - 1 - 19 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1078 8A - 1 - 20 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1079 8A - 1 - 21 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1080 8A - 1 - 22 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1081 8A - 1 - 23 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1082 8A - 1 - 24 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1083 8A - 1 - 25 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1084 8A - 1 - 26 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1085 8A - 1 - 27 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 1086 8A - 1 - 28 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Page 1087 Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions Vehicle Speed Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1090 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1091 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1092 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1093 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1094 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1095 Vehicle Speed Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1096 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1097 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1098 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1099 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1100 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1101 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1102 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1103 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1104 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1105 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1106 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1107 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1108 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1109 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1110 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1111 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1112 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1113 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1114 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1115 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1116 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1117 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1118 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1119 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1120 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1121 Vehicle Speed Sensor (VSS) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1122 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Page 1123 Vehicle Speed Sensor: Description and Operation The Vehicle Speed Sensor (VSS) sends a pulsing voltage signal to the PCM which the PCM convents to miles per hour. This sensor mainly controls the operation of the TCC, shift solenoids, and cruise control systems. There are several different types of vehicle speed sensors. Refer to Automatic Transmission/Transaxle for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Page 1124 Vehicle Speed Sensor: Service and Repair REMOVE OR DISCONNECT 1. Raise and support vehicle. 2. Electrical connector. 3. Bolt holding speed sensor. 4. Vehicle speed sensor from case extension. 5. O-ring from vehicle speed sensor. INSTALL OR CONNECT 1. O-ring onto vehicle speed sensor. 2. Vehicle speed sensor into case extension. 3. Bolt. Tighten Bolt to 11 Nm (97 inch lbs.). 4. Electrical connector. 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Emission Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation EGR Valve Position Sensor: Description and Operation Linear EGR Valve DESCRIPTION The EGR pintle position sensor is an integral part of the EGR valve assembly. This sensor can not be serviced separately from the EGR valve. The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM and to detect a fault if the pintle position sensor and control circuits are open or shorted. If the PCM detects a pintle position signal voltage outside the normal range of the pintle position sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR system operation, the PCM will set DTC P1406. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Locations Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1135 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1136 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1137 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1138 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1139 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1140 Mass Air Flow (MAF) Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1141 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1142 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1143 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1144 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1145 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1146 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1147 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1148 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1149 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1150 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1151 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1152 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1153 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1154 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1155 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1156 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1157 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1158 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1159 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1160 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1161 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1162 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1163 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1164 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1165 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1166 Mass Air Flow (MAF) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1167 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 1168 Mass Air Flow (MAF) Sensor: Description and Operation DESCRIPTION The Mass Air Flow (MAF) sensor measures the amount of air which passes through the throttle body. The PCM uses this information to determine the operating condition of the engine, to control fuel delivery. A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle. The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should read between 4 gm/s-7 gm/s on a fully warmed up engine. Values should change rather quickly on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF sensor or circuit should set DTC P0101, DTC P0102, or DTC P0103. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 1169 Mass Air Flow (MAF) Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the MAF sensor electrical connector. 2. Remove the air inlet duct from the MAF sensor. 3. Remove the MAF sensor from the air filter housing. INSTALL OR CONNECT 1. Carefully install the MAF sensor to the air inlet grommet. 2. Install the MAF sensor to the air inlet duct. 3. Reconnect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Fuel Pressure Sensor/Switch > Component Information > Diagrams Fuel Tank Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation Oil Pressure Switch (For Fuel Pump): Description and Operation PURPOSE The fuel pump and engine oil pressure indicator switch has two functions, to indicate low engine oil pressure and to supply battery voltage to the fuel pump in the event the fuel pump relay fails. OPERATION The Powertrain Control Module (PCM) checks the engine oil pressure continuously. If the oil pressure switch indicates low oil pressure at any time, the PCM will send information through serial data to the instrument cluster to turn "ON" the "Low Oil Pressure" telltale. The oil pressure portion of the switch has normally closed contacts that open on an increasing oil pressure of 41 kPa (6 psi) or less, and close on a decreasing pressure of 14 (2 psi). When the switch is closed, the oil pressure signal is sent to the PCM, which in turn sends the information to the instrument cluster through serial data. The oil pressure lamp on the instrument cluster is then illuminated. The fuel pump portion of the switch has a normally open contact that closes when increasing oil pressure of 41 kPa (6 psi) or less, and opens when decreasing pressure of 14 (2 psi). In the event the fuel pump relay fails, battery voltage is supplied to the fuel pump through the closed contacts from the switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation > Page 1176 Oil Pressure Switch (For Fuel Pump): Service and Repair Engine Oil Pressure Switch Removal Procedure 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Disconnect the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure sensor. Installation Procedure 1. Install the engine oil pressure sensor. 2. Tighten the oil pressure sensor to 16 Nm. 3. Connect the electrical connector to the engine oil pressure sensor. 4. Lower the vehicle. 5. Reconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications Throttle Position Sensor: Specifications Throttle position sensor screws [1] ............................................................................................................................................................ 2.0 Nm (18 lb in.) 1. Install the two TP sensor attaching screws, using a thread-locking compound on the screws. Loctite® 262, GM Part No. 1052624, or equivalent should be used. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Page 1180 Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1183 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1184 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1185 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1186 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1187 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1188 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1189 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1190 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1191 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1192 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1193 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1194 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1195 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1196 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1197 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1198 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1199 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1200 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1201 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1202 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1203 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1204 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1205 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1206 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1207 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1208 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1209 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1210 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1211 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1212 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1213 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1214 Throttle Position (TP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 1215 Throttle Position Sensor: Description and Operation Throttle Position (TP) Sensor DESCRIPTION The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a closed throttle position, the output of the TP sensor is low. As the throttle valve opens the TP sensor voltage increases so that at Wide Open Throttle (WOT), the TP sensor voltage should be above 4 volts. The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the PCM thinks the throttle is moving. A hard failure in the TP sensor 5 volts reference or signal circuits should set either a DTC P0122 or DTC P0123, and P1350. A hard failure with the TP sensor ground circuit may set DTCs P0123 and P0117. Once a DTC is set, the PCM will use an artificial default value based on engine RPM and mass air flow for throttle position and some vehicle performance will return. A high idle may result when either DTC P0122 or DTC P0123 is set. The PCM can detect intermittent TP sensor faults. DTC P1121 or DTC P1122 will set if an intermittent high or low circuit failure is being detected. The PCM can also detect a shifted TP sensor. The PCM monitors throttle position and compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If the PCM detects an out of range condition, DTC P0121 will be set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 1216 Throttle Position Sensor: Service and Repair Removal Procedure 1. Remove the TP sensor electrical connector. 2. Remove the 2 TP sensor attaching screws. 3. Remove the TP sensor. Installation Procedure 1. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle body assembly. 2. Install the 2 TP sensor attaching screws, using a thread-locking compound on the screws. Loctite 262, GM Part No. 1052624, or equivalent should be used. Tighten ^ Tighten the TP sensor attaching screws to 2.0 Nm (18 lb in). 3. Install the TP sensor electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Specifications Camshaft Position Sensor: Specifications Camshaft Position Sensor Bolt ............................................................................................................ ........................................................... 10 Nm (8 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Specifications > Page 1221 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1224 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1225 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1226 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1227 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1228 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1229 Camshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1230 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1231 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1232 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1233 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1234 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1235 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1236 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1237 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1238 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1239 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1240 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1241 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1242 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1243 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1244 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1245 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1246 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1247 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1248 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1249 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1250 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1251 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1252 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1253 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1254 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1255 Camshaft Position (CMP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Page 1256 Camshaft Position Sensor: Description and Operation Camshaft Position Sensor DESCRIPTION The Camshaft Position Sensor (CMP) sends a cam signal to the PCM which uses it as a sync pulse to trigger the injectors in proper sequence. The CAM signal is passed through the ignition control module. It is filtered and buffered by the ignition control module, but the signal is not processed in any other way. The PCM uses the CAM signal to indicate the position of the #1 piston during its power stroke. This allows the PCM to calculate true Sequential Fuel Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is running, DTC P0341 will set. If the CAM signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. The engine can be restarted and will run in the calculated sequential mode as long as the fault is present with a 1 in 6 chance of injector sequence being correct. Refer to DTC P0341/ Diagnostic Trouble Code Tables for further information. See: Powertrain Management/Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Page 1257 Camshaft Position Sensor: Service and Repair Camshaft Position Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt. 3. Refer to Steering and Suspension for removal of power steering pump assembly. 4. Remove the electrical connector. 5. Remove the bolt. 6. Remove the sensor. INSTALL OR CONNECT 1. Install the Camshaft Position Sensor. Tighten Retaining bolt to 10 Nm (8 lb. ft.). 2. Install the electrical Connector 3. Install the power steering pump. 4. Install the serpentine drive belt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor Crankshaft Position Sensor: Specifications 24X Crankshaft Position Sensor Camshaft Position Sensor Bolt ............................................................................................................ ......................................................... 10 Nm (8 lb. ft.) Crankshaft Balancer Bolt Torque [1] ...................................................................................................................................................... 150 Nm (110 lb. ft.) [1] Apply thread sealer GM # 1052080 or equivalent to threads. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor > Page 1262 Crankshaft Position Sensor: Specifications 7X Crankshaft Position Sensor Crankshaft Sensor Bolt Torque ........................................................................................................... .......................................................... 8 Nm (71 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) Lower Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) > Page 1265 Lower Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1268 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1269 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1270 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1271 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1272 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1273 Crankshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1274 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1275 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1276 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1277 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1278 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1279 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1280 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1281 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1282 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1283 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1284 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1285 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1286 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1287 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1288 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1289 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1290 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1291 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1292 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1293 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1294 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1295 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1296 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1297 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1298 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1299 Crankshaft Position Sensor: Connector Views 7x Crankshaft Position (CKP) Sensor 24x Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1300 Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 3X 3X Reference Low The PCM uses this signal, from the ignition control module to calculate engine speed and crankshaft position over 1280 RPM. The PCM also uses the pulses on this circuit to initiate injector pulses. If the PCM receives no pulses on this circuit, DTC P1374 will set and the PCM will use the 24X reference signal circuit for fuel and ignition control. This is a ground circuit for the digital RPM counter inside the PCM, but the wire is connected to engine ground only through the ignition control module. Although this circuit is electrically connected to the PCM, it is not connected to ground at the PCM. The PCM compares voltage pulses on the reference input circuits to pulses on this circuit, ignoring pulses that appear on both. Refer to Electronic Ignition System for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 1303 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 7X Description The 7x crankshaft position sensor is the other Hall-effect switch closer to the crankshaft. The interrupter ring is a special wheel cast on the crankshaft that has seven machined slots. six of which are equally spaced 60 degrees apart. The seventh slot is spaced 10 degrees from one of the other slots. as the interrupter ring rotates with the crankshaft, the slots change the magnetic field. this will cause the 7x the Hall-effect switch to ground the 3X signal voltage that is supplied by the ignition control module. The ignition control module interprets the 7x on-off signals as an indication of crankshaft position. The ignition control module must have the 7x signal to fire the correct ignition coil. Operation The crankshaft position sensor provides a signal used by the ignition control module. The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference pulses which the PCM uses to calculate RPM and crankshaft position Refer to Electronic Ignition System for additional information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 1304 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 24X 24X Crankshaft Position (CKP) Sensor DESCRIPTION The 24X crankshaft position sensor (1), secured in, an aluminum mounting bracket and bolted to the front left side of the engine timing chain cover, is partially behind the crankshaft. A 3-wire harness connector plugs into the sensor, connecting it to the Powertrain Control Module (PCM). The 24X Crankshaft Position (CKP) Sensor is used to improve idle spark control at engine speeds up to approximately 1250 RPM. OPERATION The 24X crankshaft position sensor contains one Hall-effect switch and magnet. The magnet and Hall-effect switch are separated by an air gap. A Hall-effect switch reacts like a solid state switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic field is shielded from the switch by a piece of steel placed in the air gap between the magnet and the switch, the signal voltage is not grounded. If the piece of steel (called an interrupter) is repeatedly moved in and out of the air gap, the signal voltage will appear to go ON-OFF-ON-OFF-ON-OFF. Compared to a conventional mechanical distributor, this ON-OFF signal is similar to the signal that a set of breaker points in the distributor would generate as the distributor shaft turned and the points opened and closed. In the case of the electronic ignition system, the piece of steel is the concentric interrupter ring mounted to the rear of the crankshaft balancer. The interrupter ring has blades and windows that, with crankshaft rotation, either block the magnetic field or allow it to close the Hall-effect switch. The Hall-effect switch produces a signal called the CKP 24X because the interrupter ring has 24 evenly spaced blades and windows. When a CKP 24X interrupter ring window is between the magnet and Hall-effect switch, the magnetic field will cause the CKP 24X Hall-effect switch to ground the CKP 24X signal voltage supplied from the PCM. The CKP 24X portion of the crankshaft position sensor produces 24 ON-OFF pulses per crankshaft revolution. The 24X signal allows the PCM to determine a more precise crankshaft position at lower RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Page 1305 Crankshaft Position Sensor: Testing and Inspection The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Powertrain Management/Computers and Control Systems/Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Powertrain Management/Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Powertrain Management/Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Powertrain Management/Computers and Control Systems/Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (7X) 7X Crank Shaft Position (CKP) Sensor Removal Procedure 1. Disconnect the negative battery cable. 2. Turn the steering wheel all the way to the left. 3. Remove the CKP electrical connector. 4. Remove the CKP fastener. 5. Remove the CKP sensor from the Engine Block. 6. if the CKP sensor is going to be re-used inspect the sensor for the following: 6.1. Inspect the CKP sensor for wear, cracks, or leakage. Replace the O-ring if necessary. 6.2. Lubricate the new O-ring with clean engine oil before installing Installation Procedure 1. Install the CKP sensor to the block. 2. Install the bolt to hold the CKP sensor to the block face. Tighten ^ Tighten the bolt to 8 Nm (71 lb in). 3. Connect the electrical connector. 4. Lower the vehicle. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) > Page 1308 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (24X) 24X Crankshaft Position (CKP) Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the vehicle on hoist. 4. Remove the crankshaft harmonic balancer retaining bolt. 5. Remove the crankshaft harmonic balancer using special tool (J 24420-B) or equivalent. 6. Note the routing of sensor harness before removal. 7. Remove the harness retaining clip with bolt (1). 8. Remove the sensor electrical connector. 9. Remove the sensor bolts (2). 10. Remove the sensor. INSTALL OR CONNECT 1. Install the 24X Crankshaft Position Sensor with bolts (2) and route harness as noted during removal. 2. Install the harness retaining clip with bolt (1). Tighten Bolts to 10 Nm (8 lb. ft.). 3. Install the sensor electrical connector. 4. Install the balancer on the crankshaft using special tool (J 29113) or equivalent. 5. Apply thread sealer GM #1052080 or equivalent to threads of the crankshaft harmonic balancer bolt. Tighten Bolt to 150 Nm (110 lb. ft.). 6. Lower vehicle. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1318 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1319 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1320 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1321 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1322 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1327 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1328 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1329 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1339 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1340 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1341 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1342 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1343 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1348 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1349 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1350 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure > Page 1355 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure > Page 1356 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure > Page 1366 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure > Page 1367 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1373 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1374 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1375 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1376 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1377 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1378 Knock Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1379 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1380 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1381 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1382 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1383 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1384 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1385 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1386 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1387 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1388 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1389 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1390 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1391 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1392 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1393 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1394 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1395 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1396 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1397 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1398 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1399 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1400 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1401 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1402 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1403 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1404 Knock Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1405 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Page 1406 Knock Sensor: Description and Operation Description Varying octane levels in today's gasoline may cause detonation in some engines. Detonation is caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled explosion could produce a flame front opposite that of the normal flame front produced by the spark plug. The rattling sound normally associated with detonation is the result of two or more opposing pressures (flame fronts) colliding within the combustion chamber. Though light detonation is sometimes considered normal, heavy detonation could result in engine damage. To control spark knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing to reduce spark knock in the engine. This allows the engine to use maximum spark advance to improve driveability and fuel economy. ^ KS module. ^ Knock sensor. Operation The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is mounted in the engine block near the cylinders. The sensors produce an AC output voltage which increases with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the Ignition Control (IC) timing to reduce spark knock. The knock sensor is used to detect engine detonation, allowing the PCM to retard Ignition Control (IC) spark timing based on the KS signal being received. The knock sensor produces an AC signal which rides on a 5 volts DC signal supplied by the PCM. The signal amplitude and frequency is dependent upon the amount of knock being experienced. The PCM determines whether knock is occurring by comparing the signal level on the KS circuit with the voltage level on the noise channel. The noise channel allows the PCM to reject any false knock signal by indicating the amount of normal engine mechanical noise present. Normal engine noise varies depending on engine speed and load. If the voltage level on the KS noise channel circuit is below the range considered normal, DTC P0327 will set, indicating a fault in the KS circuit or one of the knock sensors. If the PCM determines that an abnormal minimum or maximum noise level is being experienced, a DTC P0326 will set. The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Powertrain Management/Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Page 1407 Knock Sensor: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Powertrain Management/Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Page 1408 Knock Sensor: Service and Repair REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Remove the knock sensor wiring harness connector from knock sensor. 4. Remove the knock sensor from engine block. INSTALL OR CONNECT NOTE: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and applying additional sealant will affect the sensors ability to detect detonation. 1. Install the knock sensor into engine block. 2. Install the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. 4. Disconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Restraint Systems > Seat Occupant Sensor > Component Information > Technical Service Bulletins > Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Restraint Systems > Seat Sensor/Switch > Component Information > Diagrams Seat Belt Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1427 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1428 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1429 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1430 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1431 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1436 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1437 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1438 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1448 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1449 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1450 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1451 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 1452 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1457 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1458 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 1459 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 1464 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 1465 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 1475 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 1476 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions Neutral Safety Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1481 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1482 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1483 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1484 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1485 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1486 Neutral Safety Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1487 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1488 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1489 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1490 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1491 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1492 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1493 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1494 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1495 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1496 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1497 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1498 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1499 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1500 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1501 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1502 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1503 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1504 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1505 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1506 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1507 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1508 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1509 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1510 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1511 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Description and Operation Brake Switch - TCC: Description and Operation The TCC brake switch signal indicates when the brake pedal is applied. The TCC brake switch information is used by the PCM mainly to control the Transaxle torque converter clutch. Refer to Automatic Transmission/Transaxle diagnosis for a complete description and TCC brake switch diagnosis. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair Fluid Pressure Sensor/Switch: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove pressure switch assembly (6 bolts). IMPORTANT: Inspect the O-rings for the pressure switch assembly for any damage. INSTALL OR CONNECT 1. Install the pressure switch assembly making sure all O-rings are in place. 2. Torque the 6 bolts holding the pressure switch assembly to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Connect the negative battery cable. 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 1528 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 1529 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 1535 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 1536 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Page 1537 Valid Input Combinations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 Transaxle Range Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 > Page 1540 Transaxle Range Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 1541 Transmission Position Switch/Sensor: Description and Operation Valid Input Combinations DESCRIPTION The Transaxle Range Switch is part of the Transaxle Park/Neutral Position (PNP) switch mounted on the transaxle manual shaft. The 4 inputs from the transaxle range switch indicate to the PCM which position is selected by the Transaxle selector lever. This information is used for transmission shift control, ignition timing, EVAP canister purge, EGR and Idle Air Control (IAC) valve operation. The combination of the four transaxle range input states determine the PCM commanded shift pattern. The input voltage level at the PCM is high (B+) when the transaxle range switch is open and low when the switch is closed to ground. The state of each input is represented on the scan tool as X=high voltage level, O=low voltage level. The four parameters represent transaxle range switch Parity, A, B, and C inputs respectively. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 1542 Transmission Position Switch/Sensor: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 1543 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 1544 Transmission Position Switch/Sensor: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Shift linkage. 3. Electrical connector. 4. Mounting bolts. 5. Switch assembly. REPLACEMENT - USING OLD SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft with switch. 3. Mounting bolts, loosely. 4. Insert J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Remove Or Disconnect 1. J 41545. IMPORTANT: After switch adjustment, verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch. REPLACEMENT - USING NEW SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft to flats in switch and install switch assembly. 3. Mounting bolts. 4. Insert tool J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Important: After switch installation verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch using Replacement - Using Old Switch procedure. Adjust 1. Place transaxle control shifter assembly in the NEUTRAL notch in detent plate. 2. Loosen switch attaching bolts. 3. Rotate switch on shifter assembly to align J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 1545 Tighten Bolts to 24 Nm (18 ft. lbs.). 4. Remove J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions Transmission Temperature Sensor/Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1550 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1551 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1552 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1553 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1554 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1555 Transmission Temperature Sensor/Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1556 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1557 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1558 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1559 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1560 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1561 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1562 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1563 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1564 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1565 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1566 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1567 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1568 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1569 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1570 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1571 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1572 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1573 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1574 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1575 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1576 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1577 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1578 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1579 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1580 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 1581 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Page 1582 Transmission Temperature Sensor/Switch: Description and Operation Description Description The Transaxle Fluid Temperature (TFT) sensor is a thermistor which changes value based on the temperature of the transaxle fluid. A high transaxle fluid temperature may cause the vehicle to operate in "Hot Mode." While in "Hot Mode," shift points may be altered, 4th gear disabled, and Torque Converter Clutch (TCC) forced ON in 2nd gear. A failure in the TFT sensor or associated wiring should cause DTC P0712 or P0713 to set. In this case, engine coolant temperature will be substituted for the TFT sensor value, and the transaxle will operate normally. Refer to Automatic Transmission/Transaxle Diagnosis for a complete description of the TFT sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Window Switch Connector, LR LR Door (RR Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Window Switch Connector, LR > Page 1588 RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Window Switch Connector, LR > Page 1589 LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Diagrams > LF Power Window Switch: Diagrams LF LF Power Window Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Diagrams > LF > Page 1592 LF Power Window Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Diagrams > LF > Page 1593 LR Power Window Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Diagrams > LF > Page 1594 RF Power Window Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Diagrams > LF > Page 1595 RR Power Window Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Service and Repair > Door Handle Bezel Replacement Power Window Switch: Service and Repair Door Handle Bezel Replacement DOOR HANDLE BEZEL REPLACEMENT REMOVAL PROCEDURE 1. Remove the door handle bezel screw (1) from the handle bezel(2). 2. Remove the power door lock switch, if equipped. INSTALLATION PROCEDURE 1. Install the power door lock switch, if equipped. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the door handle bezel screw (1) to the door handle bezel (2). Tighten Tighten the door handle bezel screw to 2 Nm (20 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Service and Repair > Door Handle Bezel Replacement > Page 1598 Power Window Switch: Service and Repair Power Accessory Switch Panel Replacement POWER ACCESSORY SWITCH PANEL REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Cautions and Notices. 1. Disconnect the negative battery cable. 2. Remove the power accessory window switch panel (3) from the door (5) by prying the front of the switch with a flat bladed tool. 3. Disconnect the electrical connectors (4) from the switch (3). INSTALLATION PROCEDURE 1. Connect the electrical connector (4) to the switch (3). 2. Install the switch (3) to the door (5). 3. Ensure the unit is retained. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Service and Repair > Door Handle Bezel Replacement > Page 1599 Power Window Switch: Service and Repair Trim Panel Insert Replacement - Front Door TRIM PANEL INSERT REPLACEMENT - FRONT DOOR REMOVAL PROCEDURE 1. Push the lower front corner rearward in order to disengage the hidden plastic tab. 2. Push the lower rear corner forward in order to disengage the hidden plastic tab. 3. Pull inward in order to disengage the top clip. 4. Remove the front door upper trim panel (1) insert. INSTALLATION PROCEDURE 1. Install the front door upper trim panel (1) insert. 2. Insert the tabs to the retainers. 3. Apply pressure in order to secure the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Wiper and Washer Systems > Washer Fluid Level Switch > Component Information > Locations Inside LF Fender Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Wiper and Washer Systems > Wiper Switch > Component Information > Diagrams Wiper Switch Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Wiper and Washer Systems > Wiper Switch > Component Information > Diagrams > Page 1607 Wiper Switch: Service and Repair Since the Turn Signal Switch and Wiper Switch are part of the Steering Column, refer to STEERING COLUMN UNIT REPAIR for procedures and additional information. You may also need to refer to this area to remove other Steering Column components for access. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications Alignment: Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 1613 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 1614 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 1615 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 1616 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 1617 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 1618 Frame Angle Measurement (Express / Savana Only) ........ Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 1619 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications > Page 1622 Alignment: Specifications Alignment Specifications Cross Camber:* Alignment ............................................................................................................................................. ..................................................................... 0.00° Tolerance ............................................................. .................................................................................................................................................... ±1.00° Cross Caster: Alignment ............................................................................................................................................. ..................................................................... 0.00° Tolerance ............................................................. .................................................................................................................................................... ±1.00° Front Camber: Alignment ............................................................................................................................................. .................................................................... -0.20° Tolerance ............................................................. .................................................................................................................................................... ±1.00° Front Caster: Alignment ............................................................................................................................................. ................................................................... +4.30° Tolerance ............................................................. .................................................................................................................................................... ±1.00° Individual Toe:** Alignment ............................................................................................................................................. ................................................................... +0.05° Tolerance ............................................................. .................................................................................................................................................... ±0.12° Rear Camber: Alignment ............................................................................................................................................. .................................................................... -0.40° Tolerance ............................................................. .................................................................................................................................................... ±0.50° Rear Sum Toe: Alignment ............................................................................................................................................. ..................................................................... 0.00° Tolerance ............................................................. .................................................................................................................................................... ±0.20° Rear Thrust Angle: Alignment ............................................................................................................................................. ..................................................................... 0.00° Tolerance ............................................................. .................................................................................................................................................... ±0.20° Sum Toe: Alignment ............................................................................................................................................. ................................................................... +0.10° Tolerance ............................................................. .................................................................................................................................................... ±0.25° * Slight Cross Camber specification differences can be made when servicing vehicle for steering pull. ** Measure the above Toe angles with steering wheel at level position, visually aligned with column. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications > Page 1623 Alignment: Specifications Torque Specifications Strut To Knuckle Nuts .......................................................................................................................... ................................................ 180 Nm (133 ft. lbs.) Tie Rod Jam Nut ................................................................................................................................................... 210° Rotation After 10 Nm (89 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Specifications > Page 1624 Alignment: Service Precautions NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Description and Operation > Definition of Terms Alignment: Description and Operation Definition of Terms Camber Camber is the tilting of the front wheels from the vertical when viewed from the front of the vehicle. When the wheels tilt outward at the top, the camber is "positive" (+). When the wheels tilt inward at the top, the camber is "negative" (-). The amount of tilt is measured in degrees from the vertical. Camber setting will influence directional control and tire wear. Caster Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Description and Operation > Definition of Terms > Page 1627 Caster is the tilting of the front steering axis (at the top) either forward or backward from the vertical. A backward tilt is "positive" (+) and a forward tilt is "negative" (-). Caster influences directional control of the steering but does not affect tire wear. Caster is affected by vehicle height, therefore it is important to keep the body at its designed height. Overloading the vehicle or a weak or sagging rear spring will affect the caster. When the rear of the vehicle is lower than its designated trim height, the front suspension moves to a more "positive" caster. If the rear of the vehicle is higher than its designated trim height, the front suspension moves to a less "positive" caster. Toe-In Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Description and Operation > Definition of Terms > Page 1628 Toe is a measurement of how much the front of the wheels are turned in or out from a straight-ahead position. When the wheels are turned in, toe is "positive" (+). When the wheels are turned out, toe is "negative" (-). The actual amount of toe is normally only a fraction of a degree. The purpose of toe is to ensure that the wheels roll parallel. Toe also serves to offset the small deflections of the wheel support system which occurs when the vehicle is rolling forward. In other words, even when the wheels are set to toe in or out slightly when the vehicle is standing still, they tend to roll parallel on the road when the vehicle is moving. Toe affects tire wear. Thrust Angle The front wheels aim or steer the vehicle, but the rear wheels control tracking. This tracking action is relative to thrust angle. Thrust angle is defined as the path that the rear wheels will take. Ideally, the thrust angle is geometrically aligned with the body centerline. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Description and Operation > Definition of Terms > Page 1629 Alignment: Description and Operation General Description Wheel alignment refers to the angular relationship between the wheels, control arms, suspension and the ground. When measured, the vehicle should have a full fuel tank, no passengers, and with no other loading or items in the trunk or passengers compartment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Description and Operation > Page 1630 Alignment: Testing and Inspection Some degree of torque steer to the right may normally be experienced during heavy throttle application on some front-wheel-drive vehicles that do not have equal length drive axles. This is due to the right drive axle being longer than the left axle and associated difference in axle angle. Vehicles with intermediate shaft assemblies have almost equal length axles. A difference in axle length results in more torque toe-in effect to the left front wheel. This condition can be noticed when accelerating from a standing start or at lower speeds. A simple measurement to determine the degree of torque steer is to place a small piece of tape at the top center of the steering wheel. Drive the vehicle and note the inches of steering wheel deflection required to steer the vehicle straight under heavy acceleration. A comparison of like vehicles will then determine if a particular vehicle has a greater than normal degree of torque steer. The following factors may cause torque steer to be more apparent on a particular vehicle: ^ Large difference in right and left front tire pressure. ^ A slightly smaller diameter tire on the right front will increase a right torque lead. Inspect front tires for difference in brand, construction, or size. If the tires appear similar, change the front tires side to side and re-test the vehicle. Tire and wheel assemblies have the most significant effect on torque steer correction. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Description and Operation > Page 1631 ^ Any looseness in control arm bushings, tie rod assemblies or steering gear mounting which permits a front wheel to pull forward and toe-in under torque more than the opposite side. A loose suspension component may also result in an opposite lead on deceleration. ^ High front trim height which would increase drive axle angle. ^ Binding or tight drive axle joint. A tight joint or high front trim height may also exhibit a wobble condition between 24 and 48 km/h (15 and 30 mph). ^ Incorrect, worn, or loose engine mounts causing adverse drive axle angles. ^ Unequal Engine/Transmission height from the left side to the right side of vehicle. If difference from side to side is more than 6 mm (17/64 inch), change trim heights by installing a stronger spring in the side which is lower, or a weaker spring in the side which is shorter than the specified "Z" heights. Replace only, do not shim engine mounts as this may cause other symptoms. ^ On occasion, side-to-side trim height differences may be the result of a faulty stabilizer shaft. To check this disconnect the stabilizer links, re-measure trim heights. If the side-to-side difference is corrected, replace the stabilizer shaft. If there is no change in trim height do not change the stabilizer shaft. A trim height difference of more than 6 mm (17/64 inch), indicates a possible bent, stabilizer shaft, attaching links, or a bent suspension component that may need replacement. The following conditions affect vehicle handling and/or a constant right or left lead separate from torque steer causes. The existence of one or more of These conditions may compound a torque steer complaint. ^ Incorrect front-wheel alignment or a rear-wheel alignment condition which would cause the vehicle to not track straight. A difference in the front wheel to rear wheel measurement compared side to side may indicate a "dog track" condition or one front wheel ahead of the other due to a misalignment or other condition. A substantial caster difference is an indication of misalignment or other condition. Front-wheel caster should be equal or within specifications and camber may be biased slightly to offset a lead condition. ^ Suspension support misalignment. ^ Front suspension damage, such as a bent strut. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary Inspection Alignment: Service and Repair Preliminary Inspection Steering and ride complaints are not always the result of improper alignment. Another possibility is tire "lead" due to worn or improperly manufactured tires. "Lead" is the vehicle's deviation from a straight path on a level road without pressure on the steering wheel. Refer to STEERING, SUSPENSION, TIRE AND WHEELS DIAGNOSIS, for the procedure to determine if the vehicle has a lead problem. Before making any adjustment affecting wheel alignment, make the following inspections to ensure correct alignment readings and alignment adjustments. Inspect: ^ All tires for proper inflation pressures. Also check that tires have about the same tread wear. ^ Hub and bearing assemblies for excessive wear; correct if necessary. Refer to STEERING, SUSPENSION, TIRE AND WHEELS DIAGNOSIS. ^ Ball joints and tie rod ends; if they are loose, correct them before adjusting. Refer to FRONT SUSPENSION. ^ Run-out of wheels and tires. ^ Vehicle trim height. If out of limits and a correction is to be made, do so before adjusting alignment. Refer to STEERING, SUSPENSION, TIRE AND WHEELS DIAGNOSIS for trim height chart. ^ Strut dampeners for proper operation. ^ Control arms for loose bushings. ^ Stabilizer shaft for loose or missing parts. ^ Suspension and steering components for damage and replace parts as necessary. Consideration must be given to excess loads, such as tool boxes, sample cases, etc. If these items are normally carried in the vehicle, they should remain in the vehicle during alignment adjustments. Loads such as these should be centered in the vehicle whenever possible to minimize their effects Consideration should also be given to the condition of the equipment being used to adjust alignment. Be sure to follow the equipment manufacturer's instructions. Regardless of the equipment used to adjust alignment, the vehicle must be on a level surface, both fore-and-aft and sideways. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary Inspection > Page 1634 Alignment: Service and Repair Ride/Trim Height Measurement and Adjustment Vehicle Ride Height Measurement Locations Prior to measuring vehicle trim height, prepare the vehicle as follows: 1. Check to be sure that: A. The fuel gage reads full. B. The spare tire and tools are properly located. C. The vehicle is free of ice, snow and mud accumulations. 2. Set front and rear tire pressure to within plus or minus 20 kPa (3 psi) of recommended pressure shown on tire placard. If two load conditions are shown on placard, use the lower load condition. 3. Close engine compartment hood and all doors. 4. Up tow kg (15.5 lbs.) may be left in trunk if it is located approximately on vehicle centerline. Remove items necessary to meet this requirement. 5. Measure the vehicle trim height as follows: ^ "Z" and "J" Dimensions: Lift front bumper of vehicle up approximately 38.0 mm (1 1/2 in). Gently remove hands and let vehicle settle. Repeat twice for a total of 3 times. Measure "Z" and "J" dimensions. Push front bumper down approximately 38.0 mm (1 1/2 inch). Gently repeat twice for a total of 3 times. Measure "Z" and "J" dimensions. True heights are the average of the high and low measurements. ^ "K" Dimension: Lift rear bumper of vehicle up approximately 38.0 mm (1 1/2 inch). Gently remove hands and let vehicle settle. Repeat twice for a total of 3 times. Measure "K" dimension. Push rear bumper down approximately 38.0 mm (1 1/2 inch). Gently remove hand and let vehicle rise omits own. Repeat twice for a total of 3 times. Measure "K" dimension. True heights are the average of the high and low measurements. Trim Height Measurements Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary Inspection > Page 1635 Prior to measuring vehicle trim height, prepare the vehicle as follows: 1. Check to be sure that: A. The fuel gage reads full. B. The spare tire and tools are properly located. C. The vehicle is free of ice, snow and mud accumulations. 2. Set front and rear tire pressure to within plus or minus 20 kPa (3 psi) of recommended pressure shown on tire placard. If two load conditions are shown on placard, use the lower load condition. 3. Close engine compartment hood and all doors. 4. Up tow kg (15.5 lbs.) may be left in trunk if it is located approximately on vehicle centerline. Remove items necessary to meet this requirement. 5. Measure the vehicle trim height as follows: ^ "Z" and "J" Dimensions: Lift front bumper of vehicle up approximately 38.0 mm (1 1/2 in). Gently remove hands and let vehicle settle. Repeat twice for a total of 3 times. Measure "Z" and "J" dimensions. Push front bumper down approximately 38.0 mm (1 1/2 inch). Gently repeat twice for a total of 3 times. Measure "Z" and "J" dimensions. True heights are the average of the high and low measurements. ^ "K" Dimension: Lift rear bumper of vehicle up approximately 38.0 mm (1 1/2 inch). Gently remove hands and let vehicle settle. Repeat twice for a total of 3 times. Measure "K" dimension. Push rear bumper down approximately 38.0 mm (1 1/2 inch). Gently remove hand and let vehicle rise omits own. Repeat twice for a total of 3 times. Measure "K" dimension. True heights are the average of the high and low measurements. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary Inspection > Page 1636 Alignment: Service and Repair Front Wheel Alignment Measuring Front Alignment Angles Important: ^ Install alignment equipment following equipment manufacturer's instructions. ^ Jounce front and rear bumpers three times to normalize suspension prior to measuring angles. ^ Measure alignment angles and record the readings. If adjustments are necessary, make them in the following order: 1. Camber. 2. Toe. Front Caster Adjustment Caster is not adjustable. If the caster angle is not within specifications, inspect for suspension support misalignment or front suspension damage. Replace parts as necessary. Refer to Body and Frame for measurement points to determine proper underbody alignment. Front Camber Adjustment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary Inspection > Page 1637 Important: When camber adjustment is necessary, refer to FRONT SUSPENSION for instructions on modifying the front strut. DISASSEMBLE ^ Loosen both strut to knuckle nuts just enough to allow movement. ^ Adjust camber to specification by moving top of wheel in or out. ^ Tighten strut to knuckle nuts to 180 Nm (133 ft. lbs.). Front Toe Adjustment DISASSEMBLE 1. Be sure steering wheel is set in a straight ahead position within +/- 5 °. 2. Loosen jam nut. ^ Adjust toe to specification by turning adjuster. ^ Tighten jam nut to 210 ° rotation after 10 Nm (89 inch lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary Inspection > Page 1638 Alignment: Service and Repair Rear Wheel Alignment After front wheel alignment has been completed the rear alignment angles should be checked if there is excessive rear tire wear or wheels do not track properly. Rear wheels should be parallel to and the same distance from the vehicles centerline. If tires do not track correctly after a front wheel alignment, no amount of adjustment will correct the problem. Poor tracking or excessive rear tire wear after a front wheel alignment usually indicates that the axle housing, frame, or suspension arms have been bent. Refer to Specifications for rear alignment angles. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > Fuel Pressure Test Port > Component Information > Locations Fuel Pressure Test Port: Locations The Fuel Pressure Test Port is located on the fuel rail. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > Customer Interest for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Idle Speed: Customer Interest PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > Customer Interest for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 1652 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > By Symptom for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Idle Speed: By Symptom PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > By Symptom for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 1658 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > All Technical Service Bulletins for Idle Speed: > 77-65-17 > Jul > 97 > PROM Unstable Engine Idle Idle Speed: All Technical Service Bulletins PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > All Technical Service Bulletins for Idle Speed: > 77-65-17 > Jul > 97 > PROM Unstable Engine Idle > Page 1664 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > Page 1665 Idle Speed: Specifications Information not supplied by the manufacturer. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 1675 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 1681 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Page 1682 Air Filter Element: Service and Repair Air Intake Resonator Removal Procedure 1. Remove the attaching bolt. 2. Remove retainer from resonator. 3. Remove the air intake resonator. Installation Procedure 1. Install resonator to vehicle. 2. Connect retainer to the air intake resonator. 3. Install attaching bolt to the resonator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Filter > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair Tool Required: J 3473-1A, Fuel Pressure Gauge 1. Disconnect the negative battery terminal to avoid possible fuel discharge if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect Fuel Pressure Gauge J 34730-1A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Firing Order > Component Information > Specifications > Ignition Firing Order Firing Order: Specifications Ignition Firing Order Firing Order ......................................................................................................................................... ............................................................... 1-2-3-4-5-6 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Timing > Number One Cylinder > Component Information > Locations > Number 1 Cylinder Location Number One Cylinder: Locations Number 1 Cylinder Location NUMBER ONE CYLINDER LOCATION Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Timing > Timing Marks and Indicators > System Information > Locations Timing Marks and Indicators: Locations The ignition timing is completely controlled by the Powertrain Control Module (PCM). No timing reference marks are provided. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications Ignition Cable: Specifications Spark Plug Wire Resistance .............................................................................................................................................................. Less than 30,000 Ohms. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 1702 Ignition Cable: Locations Spark Plug Wiring Spark Plug Wiring Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 1703 Ignition Cable: Service Precautions Silicone spark plug boots form a tight seal to the spark plugs. The boot should be twisted 1/2 turn while removing. DO NOT pull on the wire to remove it from a spark plug. Pull on the boot, or use a tool designed for this purpose. Care should also be exercised when connecting a timing light or other pick-up equipment. DO NOT force anything between the boot and wiring, or through the silicone jacket. Connections should be made in parallel using an adapter. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 1704 Ignition Cable: Description and Operation Description The spark plug wiring used is a carbon impregnated cord conductor encased in a 7 mm (9/32 inch) diameter silicone rubber jacket. The silicone wiring will withstand very high temperatures and also provides an excellent insulator for the higher voltage of the ignition system. The silicone spark plug boots form a tight seal on the plug and THE BOOT SHOULD BE TWISTED ONE-HALF TURN WHILE REMOVING. Care should also be exercised when connecting a timing light or other pick-up equipment. Do not force anything between the boot and wiring, or through the silicone jacket. Connections should be made in parallel using an adapter. DO NOT pull on the wire to remove. Pull on the boot, or use a tool designed for this purpose. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 1705 Ignition Cable: Service and Repair Spark Plug Wiring When replacing spark plug cables (secondary wiring), route the cables correctly and through the proper retainers. Use care when unlocking retainers. Failure to route the cables properly can lead to radio ignition noise and cross-firing of the plugs, or shorting of the leads to ground. The silicone spark plug boots form a tight seal on the plug and THE BOOT SHOULD BE TWISTED ONE-HALF TURN WHILE REMOVING. Refer to illustrations for spark plug cable routing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Specifications > Spark Plug Gap Spark Plug: Specifications Spark Plug Gap 0.060 in Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Specifications > Spark Plug Gap > Page 1710 Spark Plug: Specifications Spark Plug Torque 20 lb. ft. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Technician Safety Information Spark Plug: Technician Safety Information WARNING: If you smoke while handling coated spark plugs, wear gloves to prevent transfer of coating to cigarette and subsequent burning of coating. Always wash hands after handling coated plugs. CAUTION: Observe service precautions: - Allow engine to cool BEFORE removing spark plugs. Attempting to remove spark plugs from a hot engine may cause plug to seize, causing damage to cylinder head threads. - Clean spark plug recess area BEFORE removing plug. Failure to do so can result in engine damage due to dirt or foreign material entering cylinder head, or in contamination of cylinder head threads. Contaminated threads may prevent proper seating of new plug. - Use only spark plugs specified for use in the vehicle. DO NOT install spark plugs that are either "hotter" or "colder" than those specified for the vehicle. Installing plugs of another type can severely damage the engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Technician Safety Information > Page 1713 Spark Plug: Vehicle Damage Warnings WARNING: If you smoke while handling coated spark plugs, wear gloves to prevent transfer of coating to cigarette and subsequent burning of coating. Always wash hands after handling coated plugs. CAUTION: Observe service precautions: ^ Allow engine to cool BEFORE removing spark plugs. Attempting to remove spark plugs from a hot engine may cause plug to seize, causing damage to cylinder head threads. ^ Clean spark plug recess area BEFORE removing plug. Failure to do so can result in engine damage due to dirt or foreign material entering cylinder head, or in contamination of cylinder head threads. Contaminated threads may prevent proper seating of new plug. ^ Use only spark plugs specified for use in the vehicle. DO NOT install spark plugs that are either "hotter" or "colder" than those specified for the vehicle. Installing plugs of another type can severely damage the engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 1714 Spark Plug: Application and ID Note: Use recommended part or one of equivalent quality. AC Type: 41-940 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 1715 Spark Plug: Description and Operation CAUTION: This engine has aluminum cylinder heads. Allow the engine to cool before removing spark plugs, or the spark plug threads in the cylinder head may be damaged. DESCRIPTION This engine uses tapered seat resistor type spark plugs without gaskets. Always replace plugs with the same spark plug as listed. OPERATION Normal service is assumed to be a mixture of idling, slow speed, and high speed driving. Occasional or intermittent highway driving is needed for good spark plug performance because it gives increased combustion heat that bums away any excess deposits of carbon or oxides that have built up from frequent idling or continual stop-and-go driving. Spark plugs are protected by an insulating boot made of special heat-resistant material which covers the spark plug terminal and extends downward over a portion of the plug insulator. These boots prevent flash-over which causes engine mis-firing. Do not mistake corona discharge for flash-over or a shorted insulator. Corona is a steady blue light appearing around the insulator, just above the shell crimp. It is the visible evidence of a high-tension field, and has no effect on ignition performance. Usually it can be detected only in darkness. This discharge may repel dust particles, leaving a clear ring on the insulator just above the shell. This ring is sometimes mistakenly regarded as evidence that combustion gases have blown out between shell and insulator. Spark plugs must operate within certain temperature limits if they are to provide the performance and service life expected. The spark plug selected for an engine is based on the normal service which the engine was designed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 1716 Spark Plug: Testing and Inspection Worn or dirty plugs may give satisfactory operation at idling speed, but under operating conditions they frequently fail. Faulty plugs are indicated in a number of ways: poor fuel economy, power loss, loss of speed, hard starting and general poor engine performance. Spark plugs may also fail due to carbon fouling, excessive gap, or a broken insulator. Fouled plugs Fouled plugs are identified by black carbon deposits. The black deposits are usually the result of slow-speed driving and short runs where sufficient engine operating temperature is seldom reached. Worn pistons, rings, faulty ignition, over-rich air/fuel mixture and spark plugs which are too cold will also result in carbon deposits. Excessive gap Excessive gap wear, on plugs of low mileage, usually indicates the engine is operating at high speeds or loads that are consistently greater than normal or that a plug which is too hot is being used. Electrode wear may also be the result of plug overheating, caused by combustion gases leaking past the threads, due to insufficient spark plug torque or too much spark plug torque. An excessively lean air/fuel mixture will also result in excessive electrode wear. Broken insulator Broken insulators are usually the result of improper installation or carelessness when regapping the plug. Broken upper insulators usually result from a poor fitting wrench or an outside impact. The cracked insulator may not show up right away, but will as soon as oil or moisture penetrates the crack. The crack is usually just below the crimped part of the shell and may not be visible. Broken lower insulators usually result from carelessness when regapping and generally are visible. This type of break may result from the plug operating too "hot," which may happen in periods of high-speed operation or under heavy loads. When regapping a spark plug, always make the gap adjustment by bending the ground (side) electrode. Spark plugs with broken insulators should always be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 1717 Spark Plug: Service and Repair Spark Plug Wiring Notice: To avoid engine damage, do not remove spark plugs when engine is warm. Use care when removing spark plug wire boots from spark plugs. Twist the boot one-half turn while removing, and pull on THE BOOT ONLY to remove the wire. Remove or Disconnect 1. Ignition key OFF. 2. Remove foreign material from around the spark plug holes. 3. Remove the spark plugs using a spark plug socket. Install or Connect 1. Adjust spark plug gap using a round wire type spark plug gap gage. WHILE GAPPING PLUG BE SURE TO KEEP THE PLATINUM PADS ALIGNED TO ENSURE MAXIMUM PLUG LIFE. Refer to Specifications for gap specifications. 2. Install new plugs and tighten properly. Tighten ^ Sparkplugs to 20 Nm (15 lb ft). ^ Reapply dielectric lubricant to insulator boot. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Compression Check > System Information > Specifications Compression Check: Specifications The lowest reading cylinder should not be less than 70% of the highest and no cylinder reading should be less than 689 kPa (100 psi). Perform compression test with engine at normal operating temperature, spark plugs removed and throttle wide open. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Compression Check > System Information > Specifications > Page 1721 Compression Check: Testing and Inspection TOOL REQUIRED ^ J 38722 Compression Tester A compression pressure test of the engine cylinders determines the condition of the rings, the valves and the head gasket. CAUTION: This engine has aluminum cylinder heads. Allow the engine to cool before removing the spark plugs, or the engine may be damaged. 1. Run the engine until it reaches normal operating temperature. The battery must be at or near full charge. 2. Turn the engine OFF. 3. Disable the ignition system. See Powertrain Management. 4. Disable the fuel system. See Powertrain Management. CAUTION: Remove the ignition fuse and both of the injector fuses from the fuse box and/or underhood electrical center. 5. Remove the spark plugs from all cylinders. See Powertrain Management. 6. Remove the air duct from the throttle body. See Powertrain Management. 7. Block the throttle plate in open position. 8. Measure the engine compression using the following procedure: a. Install the Compression Tester firmly to the spark plug hole. b. Crank the engine through at least ten compression strokes (or until the highest reading is achieved) in the cylinder being tested and check the readings on the Compression Tester at each stroke. Record the results. c. Disconnect the Compression Tester. d. Repeat the compression test for each cylinder. 9. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70% of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 10. When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. 11. The following are problem areas: ^ If there is a problem with the piston ring, compression is low on the first stroke and tends to build up on the following strokes, but does not reach normal. Compression improves considerably with the addition of oil. Use approximately three squirts of oil from a plunger-type oiler. ^ If there is a problem with the valve, compression is low on the first stroke and it does not tend to build up in following strokes. Compression does not improve much with the addition of oil. Use approximately three squirts from a plunger type oiler. ^ Leaking head gaskets give nearly the same results as valve problems, but may be identified by engine coolant in the crankcase. Head gasket leakage between two cylinders will give low readings on both cylinders. 12. Remove the block from the throttle plate. 13. Install the air duct to the throttle body. See Powertrain Management. 14. Install the spark plugs. See Powertrain Management. 15. Install the ignition fuse and both fuel injector fuses to the fuse box and/or underhood electrical center. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications Valve Clearance: Specifications This engine uses hydraulic lifters and no valve lash adjustment is necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Timing Belt > Component Information > Service and Repair Timing Belt: Service and Repair GM does not specify if this engine is an interference engine or not. To be safe, always observe the following precautions. If cylinder head is installed on the cylinder block: - DO NOT turn the crankshaft or camshaft if the timing belt/chain is not installed or if the camshaft timing has not been confirmed to be correct. - DO NOT rotate engine backwards. - If a broken or "jumped" timing belt/chain is suspected, DO NOT use the starter to crank the engine. - If a "catch" is felt when rotating the engine by hand, DO NOT attempt force the engine to rotate past the "catch". If cylinder head is removed (overhead cam engines): - Do not set cylinder head on a flat surface with combustion chamber down. When re-installing a cylinder head: - Confirm that the crankshaft AND camshaft gears align with their respective timing marks or confirm that all shafts are set to TDC for cylinder # 1 BEFORE placing the cylinder head onto the cylinder block. If the timing chain/belt has broken of "jumped time" with the engine running, always check for bent valves by pressurizing each cylinder with air with it's valves in the closed position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics Drive Belt: Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 1732 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 1733 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 1734 Drive Belt: Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information Bulletin No.: 04-06-01-013 Date: April 29, 2004 INFORMATION Subject: Information on Serpentine Belt Wear Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2 All current GM vehicles designed and manufactured in North America were assembled with serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is extremely rare to observe any cracks in EPDM belts and it is not expected that they will require maintenance before 10 years or 240,000 km (150,000 mi) of use. Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks depending on age. However, the onset of cracking typically signals that the belt is only about halfway through its usable life. A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart, ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be considered a candidate for changing. Small cracks spaced at greater intervals should not be considered as indicative that the belt needs changing. Any belt that exhibits chunking should be replaced. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Drive Belt: Symptom Related Diagnostic Procedures Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 1737 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 1738 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 1739 Drive Belt: Component Tests and General Diagnostics The following are symptomatic noises of the accessory drive belt system: 1. Chirping: ^ A high pitched noise that is usually heard once per revolution of a pulley or a belt. ^ It is most common on cold, damp mornings. ^ Verify this condition by squirting water onto the belt. The noise will momentarily stop. ^ A loud screeching noise that is caused by a slipping belt (this is unusual for a multiple ribbed belt). ^ The noise occurs when a heavy load is applied to the belt, such as an air conditioning compressor engagement, snapping the throttle, or slipping on a seized pulley. 3. Whine: ^ A high pitched continuous noise that may be caused by a failed component bearing. 4. Faint Cycle Rumbling: ^ A low frequency noise heard once per revolution of the belt. 5. Pilling: ^ The random accumulation of rubber dust in the bottom of the multi-ribbed belt grooves. A small amount of pilling is normal. Operation of the drive belt system will not be effected unless the buildup exceeds one third (1/3) of the belt groove depth. NOTE: Multiple ribbed, accessory drive belts wear evenly with their pulleys. Unusual wear indicates a correction is needed. The following diagnostic tables will aid in diagnosing drive belt system problems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Page 1740 Drive Belt: Service and Repair TOOL REQUIRED ^ J 39914 Drive Belt Tension Wrench REMOVAL 1. Disconnect the negative battery cable. 2. Rotate the belt tensioner. Use the Drive Belt Tension Wrench. 3. Remove the drive belt from the generator pulley. 4. Support the engine by the oil pan. 5. Remove the engine mount assembly from the engine mount bracket support. 6. Remove the auxiliary bracket. 7. Lower the engine in order to remove the drive belt. 8. Remove the drive belt. INSTALLATION 1. Rotate the belt tensioner. Use the Drive Belt Tension Wrench. 2. Install the drive belt. 3. Install the auxiliary bracket. 4. Install the auxiliary bracket fasteners. Tighten the fasteners to 50 Nm (37 ft. lbs.). 5. Install the engine mount assembly to the engine mount bracket support bolts. 6. Remove the floor jack. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T Shift/Driveability Concerns/MIL ON > Page 1751 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 1757 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Page 1758 Air Filter Element: Service and Repair Air Intake Resonator Removal Procedure 1. Remove the attaching bolt. 2. Remove retainer from resonator. 3. Remove the air intake resonator. Installation Procedure 1. Install resonator to vehicle. 2. Connect retainer to the air intake resonator. 3. Install attaching bolt to the resonator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Fluid Filter - A/T > Component Information > Service and Repair > Oil Filter and Seal Fluid Filter - A/T: Service and Repair Oil Filter and Seal REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Drain oil. 3. Oil pan attaching bolts, oil pan and gasket. 4. Oil filter assembly. 5. Filter neck seal from transaxle case using a small screwdriver and being careful not to score case during removal. The filter seal is not reusable and should be discarded. INSTALL OR CONNECT 1. New oil filter and new oil filter seal. Tap gently and evenly on the seal to prevent damage to the case bore or seal. 2. Oil pan gasket; may be reused, unless sealing ribs are damaged. If damaged, use new gasket. 3. Oil pan and attaching bolts, refer to TRANSAXLE OIL PAN AND GASKET. Tighten Pan bolts to 12 Nm (9 ft. lbs.). 4. Lower vehicle. 5. Fill transaxle to proper level with DEXRON(R) III oil. Inspect - Oil pan gasket for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Fluid Filter - A/T > Component Information > Service and Repair > Oil Filter and Seal > Page 1763 Fluid Filter - A/T: Service and Repair Changing Oil and Filter REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Place drain pan under transaxle oil pan. 3. Oil pan bolts from the front and sides only. 4. Loosen rear oil pan bolts approximately 4 turns. NOTICE: Do not damage the transaxle case or oil pan sealing surfaces. 5. Lightly tap oil pan with rubber mallet or pry to allow oil to drain. Inspect - Inspect oil color. - Refer to CHECKING OIL COLOR, LEVEL AND CONDITION. 6. Remaining oil pan bolts, oil pan and gasket. 7. Oil filter and O-ring. Inspect - O-ring may be stuck in the case. Clean - Transaxle case and oil pan gasket surfaces with solvent and air dry. All traces of old gasket material must be removed. INSTALL OR CONNECT 1. Coat seal with a small amount of TRANSJEL(R) J 36850 or equivalent. 2. New seal into case. 3. New filter into case. 4. Oil pan and new gasket. 5. Oil pan bolts, refer to FASTENER TIGHTENING SPECIFICATIONS. Inspect - Refer to VALVE BODY COVER AND OIL PAN BOLTS for inspection of bolts and washers. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Fluid Filter - A/T > Component Information > Service and Repair > Oil Filter and Seal > Page 1764 - Use adhesive/sealant compound GM P/N 12345382 or equivalent to reduce the potential for oil leaks on indicated bolt. 6. Lower vehicle. 7. Fill transaxle to proper level with DEXRON III oil. Adjust - Cold oil level reading for initial fill. Do not overfill. 8. Follow the TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Inspect - Check oil pan gasket for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Fuel Filter > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair Tool Required: J 3473-1A, Fuel Pressure Gauge 1. Disconnect the negative battery terminal to avoid possible fuel discharge if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect Fuel Pressure Gauge J 34730-1A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Fuel Pump Pickup Filter > Component Information > Description and Operation Fuel Pump Pickup Filter: Description and Operation Fuel Strainer A woven plastic strainer is located on the lower end of the fuel sender. This filter prevents dirt from entering the fuel line and also stops water unless the filter becomes completely submerged in water. This filter is self cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water. Therefore, should this occur, the fuel tank should be removed and thoroughly cleaned and the tank filter replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Oil Filter, Engine > Component Information > Technical Service Bulletins > Engine - Noise/Damage Oil Filter Application Importance Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance INFORMATION Bulletin No.: 07-06-01-016B Date: July 27, 2009 Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin Number 07-06-01-016A (Section 06 - Engine/Propulsion System). Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R) oil filters directly from GMSPO. Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the most recent parts information to ensure the correct part number filter is installed when replacing oil filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been discovered in some aftermarket parts systems. Always ensure the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Refer to the appropriate Service Information (SI) installation instructions when replacing any oil filter and pay particular attention to procedures for proper cartridge filter element alignment. If the diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number 02-00-89-002I (Information for Dealers on How to Submit a Field Product Report). Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Filters > Oil Filter, Engine > Component Information > Technical Service Bulletins > Page 1776 Oil Filter: Specifications Filter ..................................................................................................................................................... ............................................... 13 Nm (115 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Specifications > Thermostat Bypass Pipe (Heater Outlet) Heater Hose: Specifications Thermostat Bypass Pipe (Heater Outlet) Retaining Nut ....................................................................................................................................... ...................................................... 25 N.m (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Specifications > Thermostat Bypass Pipe (Heater Outlet) > Page 1782 Heater Hose: Specifications Heater Inlet Pipe Inlet Pipe Nut ....................................................................................................................................... ...................................................... 25 N.m (18 lb ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Locations > Heater Hoses Heater Hoses Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Locations > Heater Hoses > Page 1785 Heater Inlet Pipe Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Locations > Heater Hoses > Page 1786 Thermostat Bypass/Heater Outlet Pipe Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Service and Repair > Heater Hoses Heater Hose: Service and Repair Heater Hoses Heater Hoses Check all heater hose routing for installation to avoid contact with any obstruction that could result in a damaged hose. Some hoses are equipped with conduit in areas where rubbing may occur. Always reinstall conduit and heat sleeving in the same location when replacing a hose. when servicing a heater hose with a quick connect assembly, REPLACEMENT OF THE RETAINER IS RECOMMENDED. Remove or Disconnect 1. Drain engine coolant. 2. Heater hoses from heater pipes by squeezing tabs on quick connects. 3. Heater hoses from heater core. Install or Connect 1. Heater hoses to heater core. 2. Heater hoses to heater pipe quick connects, pull to verify connection. 3. Refill engine coolant. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Service and Repair > Heater Hoses > Page 1789 Heater Hose: Service and Repair Heater Inlet Pipe Heater Inlet Pipe Check all heater hose routing for installation to avoid contact with any obstruction that could result in a damaged hose. Some hoses are equipped with conduit in areas where rubbing may occur. Always reinstall conduit and heat sleeving in the same location when replacing a hose. when servicing a heater hose with a quick connect assembly, REPLACEMENT OF THE RETAINER IS RECOMMENDED. Remove or Disconnect 1. Drain cooling system. 2. Heater inlet pipe retaining nut on cylinder head (Behind exhaust crossover pipe). 3. Heater hose to heater inlet pipe by squeezing tabs on quick connect. 4. Heater inlet pipe from engine fitting by squeezing tabs on quick connect. 5. Heater inlet pipe. Install or Connect 1. Heater inlet pipe to engine, pull to verify connection. 2. Heater inlet pipe retaining nut. Tighten ^ Nut to 25 N.m (18 lb ft). 3. Heater hose to heater inlet pipe, pull to verify connection 4. Refill coolant system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Service and Repair > Heater Hoses > Page 1790 Heater Hose: Service and Repair Quick Connect Retainer The quick connect retainer is located on the end of the heater outlet pipe on 2.4L applications and on both the inlet and outlet pipes on 3.1L applications. The quick connect retainer can be removed from the heater pipe and replaced if necessary. WHENEVER THE HEATER HOSE QUICK CONNECT IS DISCONNECTED, RETAINER REPLACEMENT IS RECOMMENDED. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Service and Repair > Heater Hoses > Page 1791 Heater Hose: Service and Repair Thermostat Bypass Pipe (Heater Outlet) Thermostat Bypass/Heater Outlet Pipe Check all heater hose routing for installation to avoid contact with any obstruction that could result in a damaged hose. Some hoses are equipped with conduit in areas where rubbing may occur. Always reinstall conduit and heat sleeving in the same location when replacing a hose. when servicing a heater hose with a quick connect assembly, REPLACEMENT OF THE RETAINER IS RECOMMENDED. Remove or Disconnect 1. Drain cooling system. 2. Thermostat bypass hose from intake manifold pipe. 3. Retaining nuts on exhaust manifold. 4. Air Inlet assembly. 5. Outlet pipe retaining nut on cylinder head (Behind exhaust crossover pipe). 6. Heater hose from outlet pipe by squeezing tabs on quick connect. 7. Throttle body hoses from outlet pipe. 8. Radiator hose from thermostat housing. 9. Outlet pipe assembly. Install or Connect 1. Outlet pipe assembly. 2. Radiator hose to thermostat housing. 3. Throttle body hoses to outlet pipe 4. Outlet pipe retaining nut (Hand tighten at this point). 5. Thermostat bypass hose to intake manifold pipe. 6. Tighten retaining nut. Tighten ^ Nut to 25 Nm (18 lb ft) 7. Heater hose to outlet pipe. Pull to verify connection 8. Air Inlet assembly. 9. Fill cooling system and check for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Specifications > Compressor/Condenser Hose Hose/Line HVAC: Specifications Compressor/Condenser Hose Bolt ...................................................................................................................................................... ....................................................... 33 N.m (24 lb ft) Nut .................................................................... ......................................................................................................................................... 24 N.m (18 lb ft) Nut ............................................................................................................................................... .............................................................. 25 N.m (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Specifications > Compressor/Condenser Hose > Page 1796 Hose/Line HVAC: Specifications Evaporator Tube (Evaporator to Condenser) Bolt ...................................................................................................................................................... ....................................................... 25 N.m (18 lb ft) Nut .................................................................... ......................................................................................................................................... 25 N.m (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Specifications > Compressor/Condenser Hose > Page 1797 Hose/Line HVAC: Specifications Suction Tube (Evaporator to Accumulator) Nut, Evap-accumulator ........................................................................................................................ .................................................... 23.5 N.m (17 lb ft) Nut, Block fitting ................................................ ....................................................................................................................................... 25 N.m (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Locations > Compressor/Condenser Hose Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Locations > Compressor/Condenser Hose > Page 1800 A/C System Plumbing Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Locations > Compressor/Condenser Hose > Page 1801 A/C System Plumbing Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose Hose/Line HVAC: Service and Repair Compressor/Condenser Hose Compressor/Condenser Hose Assembly A/C System Plumbing Tool Required: J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose > Page 1804 Remove or Disconnect 1. Recover refrigerant. Refer to Recovery. 2. Discharge tube from condenser and switch connection on discharge tube. 3. Raise vehicle. 4. Right front tire/wheel and lower closeout panel. 5. Partially remove splash shield from fascia. 6. Suction hose (accumulator to compressor) at accumulator. 7. Block fitting at the rear head of the compressor. 8. Compressor/condenser hose assembly. Important ^ Remove and discard all used O-ring seals and sealing washers. Install or Connect 1. Compressor/condenser hose assembly. 2. Block fitting at the rear head of the compressor. Tighten ^ Bolt to 33 N.m (24 lb ft). 3. Suction hose (accumulator to compressor) at accumulator. Tighten ^ Nut to 24 N.m (18 lb ft). 4. Splash shield to fascia. 5. Right front tire/wheel and lower closeout panel. 6. Lower vehicle. Tighten ^ Nut to 25 N.m (18 lb ft). 7. Discharge tube to condenser, switch connection on discharge tube. 8. Evacuate and charge A/C system. Refer to Evacuation. 9. Check system operation and leak test. Refer to Refrigerant Leak Testing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose > Page 1805 Hose/Line HVAC: Service and Repair Evaporator Tube (Evaporator to Condenser) A/C System Plumbing Tool Required: J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Remove or Disconnect 1. Recover refrigerant. Refer to Recovery. 2. Block fitting from the evaporator and discard the O-ring seals. 3. Raise vehicle. 4. Connection at the condenser and discard the O-ring seal. 5. Right front tire/wheel. 6. Splash shield from fascia. 7. Brake tube retainer from vehicle and position aside. 8. Evaporator tube from retaining clip on the body side rail. 9. Evaporator tube. Install or Connect 1. Evaporator tube. 2. Evaporator tube to retaining clip on the body side rail 3. Brake tube retainer to vehicle. 4. Splash shield. 5. Right front tire/wheel. 6. Connection at the condenser and O-ring seal. Tighten Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose > Page 1806 ^ Bolt to 25 N.m (18 lb ft). 7. Lower vehicle. 8. Block fitting to the evaporator and O-ring seals. Tighten ^ Nut to 25 N.m (18 lb ft). 9. Evacuate and charge A/C system. Refer to Evacuation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose > Page 1807 Hose/Line HVAC: Service and Repair Suction Tube (Evaporator to Accumulator) A/C System Plumbing Tool Required: J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Remove or Disconnect 1. Recover refrigerant. 2. Block fitting at the evaporator. 3. Raise vehicle. 4. Right front tire/wheel. 5. Partially remove splash shield from fascia. 6. Suction tube (evaporator to accumulator) at accumulator. 7. Suction Tube. Important ^ Remove and discard all used O-ring seals and sealing washers. Install or Connect 1. Suction Tube. 2. Suction tube (evaporator to accumulator) to accumulator. Tighten ^ Nut to 23.5 N.m (17 lb ft). 3. Splash shield to fascia. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose > Page 1808 4. Right front tire/wheel. 5. Lower vehicle. 6. Block fitting to the evaporator. Tighten ^ Nut to 25 N.m (18 lb ft). 7. Evacuate and charge A/C system. Refer to Evacuation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe Power Steering Line/Hose: Service and Repair Gear Inlet Pipe Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 1813 REMOVE OR DISCONNECT 1. Line retainer (if applicable). 2. Gear inlet pipe from pump. 3. Gear inlet pipe from the inlet hose/pipe assembly. 4. Gear inlet pipe from vehicle. INSTALL OR CONNECT 1. Gear inlet pipe into position on vehicle. 2. Gear inlet pipe to the hose/pipe assembly. ^ Tighten pipe to hose/pipe assembly 27 Nm (20 ft. lbs.). 3. Gear inlet pipe to pump. ^ Tighten pipe to 27 Nm (20 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 1814 4. Line retainer (if applicable). ^ Bleed air from system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 1815 Power Steering Line/Hose: Service and Repair Gear Inlet Pipe/Hose Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 1816 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 1817 REMOVE OR DISCONNECT 1. Gear inlet hose/pipe from pipe (going to pump). 2. Raise vehicle. 3. Line retainer (if applicable). 4. Gear inlet pipe/hose from the steering gear. 5. Gear inlet pipe/hose from vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 1818 INSTALL OR CONNECT 1. Gear inlet pipe/hose to vehicle. 2. Gear inlet pipe/hose to the steering gear. ^ Tighten pipe/hose assembly to 27 Nm (20 ft. lbs.). 3. Line retainer (if applicable). 4. Lower vehicle. 5. Gear inlet hose/pipe to pipe (going to pump). ^ Tighten pipe to 27 Nm (20 ft. lbs.). Important: Bleed air from system. ^ Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 1819 Power Steering Line/Hose: Service and Repair Gear Outlet Pipe/Hose and Cooler Pipe Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 1820 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 1821 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 1822 REMOVE OR DISCONNECT 1. Gear outlet pipe/hose from pump reservoir after sliding spring hose clamp from inlet reservoir tube. 2. Raise vehicle. 3. Line retainer (if applicable). 4. Gear outlet pipe/hose from steering gear. 5. Gear outlet pipe/hose from vehicle. INSTALL OR CONNECT 1. Gear outlet pipe/hose into position on vehicle. 2. Gear outlet pipe to the steering gear. ^ Tighten pipe to 27 Nm (20 ft. lbs.). 3. Line retainer (if applicable). 4. Lower vehicle. 5. Gear outlet pipe/hose to pump reservoir and spring clamp. Important: Bleed air from system. ^ Inspect for leaks. 6. Lower vehicle. 7. Fill with fluid and bleed system if necessary. 8. Check for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Hoses > Radiator Hose > Component Information > Service and Repair Radiator Hose: Service and Repair REMOVAL 1. Negative battery cable. 2. Drain and recover the coolant so the lever is below the hose, being removed. 3. Radiator inlet hose from the radiator and thermostat housing. 4. Engine inlet hose from the radiator, water pump and surge tank. CAUTION: Make sure the reference marks on the hoses and the radiator are lined up. A twist on the hose would place strain on the radiator fitting which could cause the fitting to crack or break. INSTALLATION 1. Engine inlet hose to the radiator, water pump and surge tank. 2. Radiator inlet hose to the radiator and thermostat housing. 3. Negative battery cable. Tighten bolt to 16 Nm (12 ft. lbs.). 4. Fill the cooling system. Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Technical Service Bulletins > Brake Fluid - Level & Filling Recommendations Brake Fluid: Technical Service Bulletins Brake Fluid - Level & Filling Recommendations File In Section: 05 - Brakes Bulletin No.: 00-05-22-004 Date: May, 2000 INFORMATION Subject: Brake Fluid Level and Filling Recommendations Models: 2001 and Prior Passenger Cars and Trucks Many dealers and after-market repair shops advertise multi-point fluid "top-ups" in conjunction with oil changes or regular maintenance packages. These offers often include adding brake fluid to the master cylinder reservoir. There are only two reasons why the brake fluid level in the brake reservoir might go down. The first is that the brake fluid level goes down an acceptable level during normal brake lining wear. When the linings are replaced, the fluid will return to it's original level. The second possible reason for a low fluid level is that fluid is leaking out of the brake system. If fluid is leaking, the brake system requires repair and adding additional fluid will not correct the leak. If the system was properly filled during delivery of the vehicle, no additional fluid should be required under most circumstances between brake pad and/or shoe replacements. This information can be reinforced with the customer by referring them to the Brake Fluid section of their vehicle's Owner's Manual. Guidelines GM vehicles have incorporated a variety of brake fluid reservoir styles. The following guidelines are restricted to the plastic bodied fluid reservoirs and do not affect the original service recommendations for the older style metal bodied units. You may encounter both black plastic and translucent style reservoirs. You may have reservoirs with: ^ A MAX fill mark only ^ A MIN fill mark only ^ Both MAX and MIN marks The translucent style reservoirs do not have to have the covers removed in order to view the fluid level. It is a good practice not to remove the reservoir cover unless necessary to reduce the possibility of contaminating the system. Use the following guidelines to assist in determining the proper fluid level. Important: When adding brake fluid, use Delco Supreme II(R) Brake Fluid, GM P/N 12377967 or equivalent brand bearing the DOT-3 rating only. Important: At no time should the fluid level be allowed to remain in an overfilled condition. Overfilling the brake reservoir may put unnecessary stress on the seals and cover of the reservoir. Use the following guidelines to properly maintain the fluid level. If the reservoir is overfilled, siphon out the additional fluid to comply with the guidelines below. Important: If under any circumstance the brake fluid level is extremely low in the reservoir or the BRAKE warning indicator is illuminated, the brake system should be checked for leaks and the system repaired in addition to bringing the fluid level up to the recommended guidelines outlined below. A leaking brake system will have reduced braking performance and will eventually not work at all. Important: Some vehicles have reservoirs that are very sensitive to brake fluid levels and may cause the BRAKE indicator to flicker on turns as the fluid approaches the minimum required level. If you encounter a vehicle with this concern, increase the fluid level staying within the guidelines outlined below. ^ If the reservoir has a MAX level indicator, the reservoir should be returned to the MAX marking only at the time new brake pads and/or shoes are installed. If the reservoir fluid level is at the half-way point or above do not attempt to add additional brake fluid during routine fluid checks. ^ If the reservoir has both MAX and MIN indicators, the fluid level should be maintained above the MIN indicator during routine fluid checks and returned to the MAX indication only after new brake pads and/or shoes are installed. ^ For reservoirs with only a MIN indication, the fluid level should be maintained above the MIN indicator during routine fluid checks. Return the Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Technical Service Bulletins > Brake Fluid - Level & Filling Recommendations > Page 1831 reservoir fluid level to full only after installing new brake pads and/or shoes. A full reservoir is indicated on translucent, snap cover reservoirs by a fluid level even with the top level of the view window imprinted into the side of the reservoir. On screw top models in black or translucent plastic, the full level is just below the bottom of the filler neck. Parts Information Part Number Description 12377967 Brake Fluid Parts are currently available from GMSPO. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Technical Service Bulletins > Page 1832 Brake Fluid: Specifications Brake System DOT 3 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Brake Fluid: Symptom Related Diagnostic Procedures With the engine running at idle and the shift lever in neutral, depress the brake pedal and hold a constant foot pressure on the pedal. If the pedal gradually falls away with the constant pressure, the hydraulic system may be leaking. Perform a visual inspection to confirm any suspected leak. Check the master cylinder fluid level. While a slight drop in reservoir level does result from normal lining wear, an abnormally low level in either reservoir may indicate a leak in the system. The hydraulic system may be leaking either internally or externally. Also, the system may appear to pass this test but still have slight leakage. If the fluid level is normal and no external leaks are found at the brake pipe or hose connections or at the caliper or wheel cylinder boots. Check the service brake pedal travel, brake adjustment and the parking brake adjustment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 1835 Brake Fluid: Component Tests and General Diagnostics CAUTION: Use only DOT 3 brake fluid from a clean, sealed container. Do not use any fluid from a container which is wet with water. Do not use DOT 5 silicone brake fluid. Improper brake fluid, mineral oil or water in the fluid may cause the brake fluid to boil or the rubber components to deteriorate. Keep all fluid containers capped to prevent contamination. Improper brake fluid, mineral oil or water in the fluid may cause the brake fluid to boil or the rubber components in the hydraulic system to deteriorate. Upon inspection, if primary piston cups are swollen, then rubber parts have deteriorated. This deterioration may also be evidenced by swollen wheel cylinder piston cups on the drum brake wheel cylinders or the master cylinder cover diaphragm. If deterioration of rubber is evident, disassemble all hydraulic parts and wash with alcohol. Dry these parts with unlubricated compressed air before assembly to keep alcohol out of the system. Replace all rubber parts in the system, including hoses. Also, when working on the brake mechanisms, check for fluid on the brake linings. If any fluid is found, replace the linings. If master cylinder piston seals are satisfactory, check for leakage or excessive heat conditions. If condition is not found, drain fluid, flush with brake fluid, refill and bleed the system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Testing and Inspection > Page 1836 Brake Fluid: Service and Repair Use Delco Supreme II Brake Fluid (GM P/N 1052535) or an equivalent DOT-3 motor vehicle brake fluid. DOT-5 silicone fluid is not recommended for use in the vehicle's base brake system. DOT-5 brake fluid should never be used in the antilock brake system. Brake fluid should always be stored in a closed container. Reseal brake fluid containers immediately after use. Brake fluid left in an open or improperly sealed container will absorb moisture. This can lower the fluid's boiling point and may result in system contamination, corrosion or deterioration of rubber components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Coolant: Technical Service Bulletins Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Bulletin No.: 05-06-02-002B Date: January 18, 2008 INFORMATION Subject: DEX-COOL(R) Coolant - New Leak Detection Dye J 46366 - Replaces J 29545-6 Models: 1996-2008 GM Passenger Cars and Light/Medium Duty Trucks* (including Saturn) 1997-2008 Isuzu T-Series Medium Duty Tilt Cab Models Built in Janesville and Flint 1999-2008 Isuzu N-Series Medium Duty Commercial Models with 5.7L or 6.0L Gas Engine 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X *EXCLUDING 2006 and Prior Chevrolet Aveo, Epica, Optra, Vivant and Pontiac Matiz, Wave Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 05-06-02-002A (Section 06 - Engine/Propulsion System). Leak detection dye P/N 12378563 (J 29545-6) (in Canada P/N 88900915) may cause DEX-COOL(R) coolant to appear green in a black vessel making it appear to be conventional (green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL(R) system thus contaminating it. The green DEX-COOL(R) appearance is caused by the color of the leak detection dye which alters the color of the DEX-COOL(R) coolant. A new leak detection dye P/N 89022219 (J 46366) (in Canada P/N 89022220) has been released that does not alter the appearance of the DEX-COOL(R) coolant. When adding the new leak detection dye the color of the DEX-COOL(R) coolant will not change. For detecting leaks on any system that uses DEX-COOL(R) leak detection dye P/N 89022219 (in Canada P/N 89022220) should be used. The new leak detection dye can be used with both conventional and DEX-COOL(R) coolant. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 1841 Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information Bulletin No.: 00-06-02-006D Date: August 15, 2006 INFORMATION Subject: Engine Coolant Recycling and Warranty Information Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER Vehicles 2005-2007 Saab 9-7X Attention: Please address this bulletin to the Warranty Claims Administrator and the Service Manager. Supercede: This bulletin is being revised to adjust the title and Include Warranty Information. Please discard Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System). Coolant Reimbursement Policy General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Licensed Approved DEX-COOL(R) Providers Important: USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE COOLING SYSTEM WARRANTY UNDER JEOPARDY. Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not been tested or approved by General Motors. Non-approved coolants may degrade the Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 1842 coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant. Coolant Removal Services/Recycling The tables include all coolant recycling processes currently approved by GM. Also included is a primary phone number and demographic information. Used DEX-COOL(R) can be combined with used conventional coolant (green) for recycling. Depending on the recycling service and/or equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this bulletin may be used during the vehicle(s) warranty period. DEX-COOL(R) Recycling The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000 km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages. This is currently a limited program being monitored by GM Service Operations which will be expanded as demand increases. Conventional (Green) Recycling Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 1843 Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or conventional) to a conventional (green) coolant. Recycling conventional coolant can be accomplished at your facility by a technician using approved EQUIPMENT (listed by model number in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of these two categories. Should you decide to recycle the coolant yourself, strict adherence to the operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective (GM approved) recycling equipment manufacturer. Sealing Tablets Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a small leak in the cooling system. When a condition appears in which seal tabs may be recommended, a specific bulletin will be released describing their proper usage. Water Quality The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water. DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor quality water. If you suspect the water in your area of being poor quality, it is recommended you use distilled or de-ionized water with DEX-COOL(R). "Pink" DEX-COOL(R) DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5 yr/150,000 mile (240,000 km) service interval. Back Service Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 1844 Contamination Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5 yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated condition. If contamination occurs, the cooling system must be flushed twice immediately and re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced properties and extended service interval of DEX-COOL(R). After 5 years/150,000 miles (240,000 km) After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same, and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km) Equipment (Coolant Exchangers) The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be used to perform coolant replacement without spillage, and facilitate easy waste collection. They can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling system components. It is recommended that you use a coolant exchanger with a vacuum feature facilitates removing trapped air from the cooling system. This is a substantial time savings over repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows venting of a hot system to relieve system pressure. Approved coolant exchangers are available through the GMDE (General Motors Dealer Equipment) program. For refilling a cooling system that has been partially or fully drained for repairs other than coolant replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of trapped air from the cooling system during refill. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Capacity Specifications Coolant: Capacity Specifications Capacity ............................................................................................................................................... .................................................. 12.9 liters (13.6 qt) ENGINE COOLANT A 50/50 mixture of clean water (preferably distilled) and use only GM Goodwrench(R) DEX-COOL(R) or Havoline(R) DEX-COOL(R) (orange-colored, silicate-free) coolant, conforming to GM Specification 6277M. CAUTIONS: ^ The use of sealing pellets (or similar compounds) in the coolant system is NOT recommended.The use of sealing pellets may restrict the flow of coolant through the throttle body or other engine cooling system components. ^ If silicate coolant is added to the cooling system, premature engine, heater core or radiator corrosion may result. In addition, the coolant will require change SOONER, at 50 000 km (30,000 miles) or 24 months. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Capacity Specifications > Page 1847 Coolant: Fluid Type Specifications ENGINE COOLANT A 50/50 mixture of clean water (preferably distilled) and use only GM Goodwrench(R) DEX-COOL(R) or Havoline(R) DEX-COOL(R) (orange-colored, silicate-free) coolant, or an approved recycled coolant conforming to GM Specification 6038-M (GM P/N 1052103). CAUTION: If silicate coolant is added to the cooling system, premature engine, heater core or radiator corrosion may result. In addition, the coolant will require change SOONER, at 50 000 km (30,000 miles) or 24 months. NOTE: With a complete flush and refill it is recommended to add Engine Coolant Supplement Sealer, (GM P/N 3634621 or equivalent). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Page 1848 Coolant: Description and Operation MANUFACTURE RECOMMENDATION This vehicle was manufactured with GM Goodwrench DEX-COOL. DEX-COOL was developed to last for 240,000 km (150,000 miles) or 5 years whichever occurs first. Make sure only GM Goodwrench DEX-COOL is used when coolant is added or changed. A 50/50 mixture of ethylene glycol (DEX-COOL) and water will provide the following: ^ Freezing protection down to -37°C (-34°F). ^ Boiling protection up to 129°C (265°F). ^ Help keep the proper engine temperature. ^ Rust and corrosion protection. ^ Allow the sensors and switches to operate as designed. CAUTION: Do not use a solution stronger than 70 percent antifreeze. Pure antifreeze will freeze at -22°C (-8°F). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Page 1849 Coolant: Testing and Inspection TOOL REQUIRED ^ J 26568 or J 23688 Coolant Tester, Do not remove the clear plastic pump from the tester. CONCENTRATION TESTING 1. Release the tip of the pump from the coolant tester housing. 2. Insert the tip of the pump into, the surge tank. ^ Make sure the tip of the pump is below the level of the coolant. 3. Press and release the bulb to get a sample. 4. Insert the tip of the pump into the cover plate opening. 5. Press the bulb land allow a few drops to fall onto the measuring surface. ^ Do not open the plastic cover when taking readings because water evaporation can change the readings. 6. Point the coolant tester toward any light and look into the eyepiece. ^ Coolant protection reading is at the point where the dividing line between light and dark crosses the scale (anti-freeze protection is the scale on the right). ^ Temperature scale is reversed from a standard thermometer scale. ^ Below zero readings are on the upper half of the scale. ^ If the readings are not clear, the measuring surface was not cleaned, and dried properly. Wipe dry and make a new test. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Page 1850 Coolant: Tools and Equipment CAUTION: Coolant testers J 26568 (Centigrade Scale) and J 23688 (Fahrenheit Scale) can be used to check the antifreeze protection of the coolant. Make sure the refractometer markings are correct. Unless J 26568 or J 23688 has a provision for temperature correction, test the temperature at which testers are calibrated. If the, coolant is warmer or cooler the reading may be incorrect. Follow the manufacturer's directions on tester being used. ^ Before each use lift up the plastic cover at the slanted end of J 26568 or J 23688, exposing the measuring window and the bottom of the plastic cover. ^ Wipe the window wish a tissue or a clean soft cloth. ^ Close plastic cover. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information INFORMATION Bulletin No.: 04-07-30-037E Date: April 07, 2011 Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF) Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION 2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo, Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except 2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT (MJ7/MJ8) Transmission Only Except 2008 Saturn Astra Attention: DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids. Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin Number 04-07-30-037D (Section 07 - Transmission/Transaxle). MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle that previously required DEXRON(R)-III for a manual transmission or transfer case should now use P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual transmissions and transfer cases require a different fluid. Appropriate references should be checked when servicing any of these components. Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid. Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations. Some of our customers and/or General Motors dealerships/Saturn Retailers may have some concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as noted above). DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use in automatic transmissions/transaxles. DEXRON(R)-VI ATF General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production. Current and prior automatic transmission models that had used DEXRON(R)-III must now only use DEXRON(R)-VI. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 1855 All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid. DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas: * These ATF change intervals remain the same as DEXRON(R)-III for the time being. 2006-2008 Transmission Fill and Cooler Flushing Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI. Parts Information Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 1856 Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 1857 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 1858 Fluid - A/T: Technical Service Bulletins A/T - Fluid Level Checking And Fill Procedure Revised File In Section: 7 - Transmission Bulletin No.: 63-71-06 Date: March, 1997 SERVICE MANUAL UPDATE Subject: Section 7A - Revised 4T40E Fluid Level Checking and Fill Procedure Models: 1997 Chevrolet Cavalier, Malibu 1997 Oldsmobile Cutlass 1997 Pontiac Sunfire This bulletin is being issued to revise the 4T40E fluid level checking and fill procedure in Section 7A of the Service Manual. The following procedure should be used for the above listed vehicles. 4T40E Fluid Level Checking and Fill Procedure The fluid level screw is intended to be used for diagnosing a transaxle fluid leak or resetting the transaxle fluid level after service that involves a loss of fluid. Inspect The fluid level should be checked when the transaxle is near 40° C (104° F). A vehicle at room temperature can be brought to 40° C (104° F) by performing the following procedure. Caution: Removal of the fluid level screw when transaxle fluid is hot may cause injury. Use care to avoid contact with the fluid and to avoid transaxle fluid splashing on to the exhaust pipe. The engine must be running when the transaxle fluid level screw is removed, or excessive fluid loss will occur. Transaxle fluid may be hot. Since the actual fluid level is unknown, stand clear when removing the fluid level screw. Have a container ready to capture any lost fluid. DO NOT TURN THE ENGINE OFF WITH THE FLUID LEVEL SCREW REMOVED AS YOU CAN BE INJURED BY HOT TRANSAXLE FLUID BEING EXPELLED OUT OF THE FLUID CHECK HOLE. 1. Let vehicle idle for three to five minutes with accessories off. 2. Apply brake. 3. Move shift lever through all gear ranges, pausing three seconds in each range. 4. Place shift lever in Park. Important: Vehicle must be kept level on the hoist. 5. Raise vehicle on hoist. Refer to "General Information". 6. Place oil container under fluid level screw. 7. Remove the fluid level screw with engine running at idle. 8. Fluid level should be at the bottom of fluid check hole. Because the transaxle operates correctly over a range of fluid levels, fluid may or may not drain out of the fluid check hole when the fluid level screw is removed. If fluid drains through the fluid check hole, this transaxle may have been overfilled. When fluid stops draining, the fluid level is correct and the fluid level screw may be installed. If fluid does not drain through the fluid check hole, the transaxle fluid level may be low. Proceed to Adding Transaxle Fluid. 9. Install fluid level screw. Tighten Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 1859 Tighten 12 N.m (106 lb in.). 10. Lower vehicle. 11. Shut off engine. Adding Transaxle Fluid With the engine running, add fluid (DEXRON(R)-III) at the vent cap location in half liter (1 pint) increments until fluid drains through the fluid check hole. Allow the fluid to finish draining through the fluid check hole. 1. Install fluid level screw. Tighten Tighten 12 N.m (106 lb in.). 2. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Specifications > Capacity Specifications Fluid - A/T: Capacity Specifications AUTOMATIC 4T40-E Bottom Pan Removal ........................................................................................ ......................................................................................... 7.0 liters (7.4 qts) Complete Overhaul ....... .............................................................................................................................................................. ........... 10.0 liters (10.6 qts) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Specifications > Capacity Specifications > Page 1862 Fluid - A/T: Fluid Type Specifications DEXRON-III Automatic Transmission Fluid (or equivalent). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information Fluid - A/T: Testing and Inspection Transaxle Oil Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 1865 Checking oil level, color and condition at regular intervals will provide early diagnosis information about the transaxle. This information may then be used to correct a condition that, if not detected early, could result in major transaxle repairs. When adding or changing oil, use only DEXRON(R) III. Refer to Maintenance for maintenance information and servicing intervals. IMPORTANT: When new, automatic transmission oil is red in color. The red dye is to distinguish it from engine oil or anti-freeze. The red dye is not an indicator of oil quality and is not permanent. As the vehicle is driven the transmission oil will begin to look darker in color. The color may eventually appear light brown. A dark brown color with a burnt odor may indicate oil deterioration and signal a need for a transaxle oil change. NOTICE: Do not overfill. Overfilling will cause foaming, loss of oil and possible damage to the transaxle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 1866 Fluid - A/T: Testing and Inspection Transaxle Oil Level Checking Procedure 4T40E Oil Level Checking and Fill Procedure Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 1867 NOTE: The fluid level screw is intended to be used for diagnosing a transaxle fluid leak or resetting the transaxle fluid level after service that involves a loss of fluid. Inspect The fluid level should be checked when the transaxle is near room temperature or at 40°C (104° F). CAUTION: Removal of the fluid level screw when the transaxle fluid is hot may cause injury. Use care to avoid contact of transaxle fluid to exhaust pipe. 1. Engine OFF. 2. Raise and suitably support the vehicle. 3. Place oil container under check plug. 4. Remove oil check plug. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 1868 5. Oil level should be at bottom of oil check hole. Because the transaxle operates correctly over a range of fluid levels, fluid may or may not drain out of the screw hole when the screw is removed. Adding Transaxle Oil Important: If fluid drains through the screw hole the transaxle may have been overfilled. When fluid stops draining the fluid level is correct and check plug may be installed. If fluid does not drain through the screw hole the transaxle fluid level may have been low. Add fluid at the vent cap location in half liter (1 pint) increments until oil level is at the bottom of oil check hole. 1. Install oil check plug. Tighten 14 Nm (124 inch lbs.). 2. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 1869 Fluid - A/T: Testing and Inspection Fluid Level Service Procedure You will use the fluid level screw (2) for diagnosing a transmission fluid leak or for resetting the transmission fluid level after service that involves a loss of fluid. Fluid Level Diagnosis Procedure Check the fluid level when the transmission is above 40° C (104° F). This temperature can be reached by performing the following procedure: 1. Park the vehicle on a hoist, inspection pit, or similar raised level surface. The vehicle must be level to obtain a correct fluid level measurement. 2. Place a fluid container below the fluid level screw (2). 3. Start the engine and allow the engine to idle for approximately 5 minutes, or, if possible, drive the vehicle for a few miles to warm the transmission fluid. 4. Depress the brake pedal and move the shift lever through the gear ranges, pausing a few seconds in each range. Return the shift lever to the Park position. 5. Remove the fluid level screw (2). Because the transmission operates correctly over a range of fluid levels, fluid may or may not drain out of the screw hole when the screw is removed. CAUTION: Do not remove the fluid level screw if the transmission fluid is hot this may cause injury if the fluid drains from the screw hole. - If fluid drains through the screw hole, the transmission may have been overfilled. When the fluid stops draining, the fluid level is correct. Install the fluid level screw (2) and torque to the proper specification (12 Nm). - If fluid does not drain through the screw hole (2), the transmission fluid level may be low. Add fluid through the fill cap (1) hole in 0.5-liter increments, up to 1.5 liters maximum, until fluid drains through the screw hole. If fluid drains through the screw hole, the fluid level was in the correct operating range. Allow the fluid to finish draining through the screw hole and install the fluid level screw. Torque the fluid level screw to the proper specification (12 Nm). - If fluid does not drain through the screw hold after adding a total of 1.5 liters, then the transmission was either underfilled or the transmission is leaking fluid. Inspect the transmission for fluid leaks. Fix any leaks before setting the transmission fluid level. 6. When the fluid level checking procedure is completed, wipe any fluid from the transmission case with a rag or shop towel. also, check, that the fluid fill cap (1) and the vent tube are properly installed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 1870 Fluid - A/T: Testing and Inspection Fluid Level Set After Service After service, set the fluid level according to the following procedure. 1. Add fluid through the fill cap hole prior to adjusting the fluid level. The amount of fluid to add should be based on the table at the end of this procedure. 2. Follow steps 1-4 of the FLUID LEVEL DIAGNOSIS PROCEDURE. 3. Add additional fluid through the fill cap (1) hole in 0.5-liter (1-pint) increments until the fluid comes out through the screw hole. 4. Allow the fluid to finish draining out through the screw hole, then install the fluid level screw (2) and torque the screw to the proper specification (12 Nm). 5. When the fluid level setting procedure is completed, wipe any fluid from the transmission case with a rag or shop towel. Also, check that the fluid fill cap (1) and the vent tube are properly installed. Bottom Pan Removal (On Vehicle) ............................................................................................................................................. 7 Liters (7.4 Quarts) New Converter ................................................................................................................ .......................................................... 2.5 Liters (2.6 Quarts) Complete Overhaul ............................... ................................................................................................................................... 10 Liters (10.6 Quarts) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Testing and Inspection > Page 1871 Fluid - A/T: Service and Repair REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Place drain pan under transaxle oil pan. 3. Oil pan bolts from the front and sides only. 4. Loosen rear oil pan bolts approximately 4 turns. NOTICE: Do not damage the transaxle case or oil pan sealing surfaces. 5. Lightly tap oil pan with rubber mallet or pry to allow oil to drain. Inspect - Inspect oil color. - Refer to CHECKING OIL COLOR, LEVEL AND CONDITION. 6. Remaining oil pan bolts, oil pan and gasket. 7. Oil filter and O-ring. Inspect - O-ring may be stuck in the case. Clean - Transaxle case and oil pan gasket surfaces with solvent and air dry. All traces of old gasket material must be removed. INSTALL OR CONNECT 1. Coat seal with a small amount of TRANSJEL(R) J 36850 or equivalent. 2. New seal into case. 3. New filter into case. 4. Oil pan and new gasket. 5. Oil pan bolts, refer to FASTENER TIGHTENING SPECIFICATIONS. Inspect - Refer to VALVE BODY COVER AND OIL PAN BOLTS for inspection of bolts and washers. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Testing and Inspection > Page 1872 - Use adhesive/sealant compound GM P/N 12345382 or equivalent to reduce the potential for oil leaks on indicated bolt. 6. Lower vehicle. 7. Fill transaxle to proper level with DEXRON III oil. Adjust - Cold oil level reading for initial fill. Do not overfill. 8. Follow the TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Inspect - Check oil pan gasket for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications INFORMATION Bulletin No.: 11-00-90-001 Date: March 14, 2011 Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or Complete Oil Change Models: 2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with Duramax(TM) Diesel Engines GM dexos 1(TM) Information Center Website Refer to the following General Motors website for dexos 1(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 1(TM) Engine Oil Trademark and Icons The dexos(TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM) specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 1(TM) engine oil. GM dexos 1(TM) Engine Oil Specification Important General Motors dexos 1(TM) engine oil specification replaces the previous General Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be used in those older vehicles. In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil specification are as follows: - To meet environmental goals such as increasing fuel efficiency and reducing engine emissions. - To promote long engine life. - To minimize the number of engine oil changes in order to help meet the goal of lessening the industry's overall dependence on crude oil. dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the following benefits: - Further improve fuel economy, to meet future corporate average fuel economy (CAFE) requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits throughout the life of the oil. - More robust formulations for added engine protection and aeration performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 1877 - Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life has been depleted. - Reduce the duplication of requirements for a large number of internal GM engine oil specifications. International Lubricants Standardization and Approval Committee (ILSAC) GF-5 Standard In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval Committee (ILSAC) standard called GF-5, was introduced in October 2010. - There will be a corresponding API category, called: SN Resource Conserving. The current GF-4 standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos 1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a statistically significant increase in fuel economy versus the Sequence VIB test that was used for GF-4. - It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard. However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification. - Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API will begin licensing marketers during October 2010, to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils. Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before. New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel economy include direct injection, cam phasing, turbocharging and active fuel management (AFM). The demands of these new technologies on engine oil also are taken into consideration when determining new oil specifications. AFM for example can help to achieve improved fuel economy. However alternately deactivating and activating the cylinders by not allowing the intake and exhaust valves to open contributes to additional stress on the engine oil. Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. Using the right viscosity grade oil is critical for proper engine performance. Always refer to the Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being serviced. GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000 mile (4,830 km) recommendation. The dexos (TM) specification, with its requirements for improved oil robustness, compliments the GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle. If all GM customers with GM Oil Life System equipped vehicles would use the system as intended, GM estimates that more than 100 million gallons of oil could be saved annually. GM dexos 2(TM) Information Center Website Refer to the following General Motors website for dexos 2(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 2(TM) Engine Oil Trademark and Icons Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 1878 The dexos (TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos (TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos (TM)specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 2(TM) engine oil. GM dexos 2(TM) Engine Oil Specification - dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010 vehicles, regardless of where the vehicle was manufactured. - dexos 2(TM) is the recommended service fill oil for European gasoline engines. Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting specification CJ-4. - dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and replaces GM-LL-B-025 and GM-LL-A-025. - dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on certain chemical components to prolong catalyst life and protect expensive emission reduction systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum performance longer. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Specifications > Capacity Specifications Engine Oil: Capacity Specifications Capacity (with filter) ............................................................................................................................. ....................................................... 3.78 liters (4 qt) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Specifications > Capacity Specifications > Page 1881 Engine Oil: Fluid Type Specifications Below 60°F (16°C) ............................................................................................................................... ............................................................. SAE 5W-30 Above 0°F (-18°C) ............................................. ........................................................................................................................... SAE 10W-30 (Preferred) Engine oil with the American Petroleum Institute Certified For Gasoline Engine "Starburst" symbol of the proper viscosity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Specifications > Page 1882 Engine Oil: Service and Repair Once the origin of the leak has been pinpointed and traced back to its source, the cause of the leak must be determined in order for it to be repaired properly. If a gasket is replaced, but the sealing surface is damaged, the new gasket will not repair the leak, the surface must be repaired or replaced. Before attempting to repair a leak, be sure that the gasket and sealing surfaces are correct. Perform The Following Steps In Order To Check For Gasket Leaks: 1. Inspect the fluid level/pressure is too high. 2. Check the crankcase ventilation system for restrictions or malfunctioning components. 3. Inspect for improperly tightened fasteners or dirty/damaged threads. 4. Look for warped flanges or sealing surfaces. 5. Check for scratches, burrs or other damage to the sealing surface. 6. Look for a damaged or worn gasket. 7. Check for cracking or porosity of the component 8. Check for use of an improper sealant used (where applicable). Perform The Following Steps In Order To Check For Seal Leaks: 1. Inspect the fluid level/pressure is too high. 2. Check the crankcase ventilation system for restrictions or malfunctioning components. 3. Check for a damaged O-ring seal bore (scratched, burred or nicked). 4. Look for a damaged or worn oil seal. 5. Check for improper component installation. 6. Check the component for cracks or damage. 7. Inspect shaft surface for scratches, nicks or damage. 8. Check for loose or worn bearing which may lead to premature oil seal wear. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Specifications Power Steering Fluid: Specifications Lubricants: GM Power Steering Fluid 1050017 or Equivalent GM Cold Climate Power Steering Fluid GM P/N 12345866 or Equivalent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment > Page 1890 Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment > Page 1891 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment > Page 1892 Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recharge Equipment File In Section: 01 - HVAC Bulletin No.: 99-01-38-006A Date: May, 2000 WARRANTY ADMINISTRATION Subject: J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment Models: 1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant This bulletin is being revised to change the effective date and to update the text. Please discard Corporate Bulletin Number 99-01-38-006 (Section 01 - HVAC). Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C system recovery and are reimbursable by GM. Additionally, GM highly recommends that J-43600 ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs. Important: Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours for front systems and 0.7 hours for front/rear dual systems (RPO C69 or C34). After June 1, 2000, all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for "labor hours excessive". After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot of the air conditioning system operating data. The snapshot includes: ^ Maximum high side pressure. ^ Minimum low side pressure. ^ Duct outlet temperatures (2). ^ Refrigerant purity information. This information is captured on a paper printout and in a warranty code. For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order. The warranty code must be submitted in the warranty claim information in the comments field. The code enables the reporting of valuable information about the repair to GM for product quality improvement. Claims submitted without this information may be subject to review and subsequent debit. The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing recovery/recycle equipment that GM dealers are currently using. GM recognizes that many of the previously essential ACR4's are reaching the end of their useful life. There are several alternatives for existing equipment that may be considered: ^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair area. ^ Use the existing equipment as a scavenger unit for contaminated A/C systems. ^ Sell the existing units to repair facilities outside the GM dealer network. ^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the equipment. ^ Donate the existing equipment to local technical schools. ^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment > Page 1893 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Specifications > Capacity Specifications Refrigerant: Capacity Specifications Refrigerant Capacity ............................................................................................................................ .................................................... 0.79 kg. (1.75 lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Specifications > Capacity Specifications > Page 1896 Refrigerant: Fluid Type Specifications Refrigerant Type R-134a GM P/N 12345922 Or Equivalent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Specifications > Page 1897 Refrigerant: Description and Operation The air conditioning system contains Refrigerant-134a (R-134a), which requires special handling to avoid personal injury. Refer to Handling Refrigerant. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant Oil > Component Information > Technical Service Bulletins > A/C - New PAG Oil Refrigerant Oil: Technical Service Bulletins A/C - New PAG Oil Bulletin No.: 02-01-39-004B Date: November 16, 2005 INFORMATION Subject: New PAG Oil Released Models: 2006 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Built With R-134a Refrigeration System All Air Conditioning Compressor Types (Excluding R4 and A6 Type Compressors) Supercede: This bulletin is being revised to change the PAG oil part number used for R4 and A6 compressors with R-134a refrigerant systems. Please discard Corporate Bulletin Number 02-01-39-004A (Section 01 - HVAC). All General Motors vehicles built with R-134a refrigerant systems shall now be serviced with GM Universal PAG Oil (excluding vehicles equipped with an R4 or A6 compressor). R4 and A6 compressors with R-134a refrigerant systems shall use PAG OIL, GM P/N 12356151 (A/C Delco part number 15-118) (in Canada, use P/N 10953486). Important: The PAG oil referenced in this bulletin is formulated with specific additive packages that meet General Motors specifications and use of another oil may void the A/C systems warranty. Use this new PAG oil when servicing the A/C system on the vehicles listed above. Oil packaged in an 8 oz tube should be installed using A/C Oil Injector, J 45037. Refer to the HVAC Section of Service Information for detailed information on Oil Balancing and Capacities. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant Oil > Component Information > Specifications > Capacity Specifications Refrigerant Oil: Capacity Specifications The A/C system requires 240 ml (8 fl. oz.) of Polyalkylene Glycol (PAG) refrigerant oil. NOTE: Always refer to underhood label as your primary specification resource. Polyalkylene glycol (PAG) refrigerant oil must be added to the system when components are replaced, as follows: 1. All Compressors (drain and measure the oil). a Drain oil out both the suction and discharge ports of the replacement as well as the old compressor. b. Remove compressor crankcase drain bolt and drain oil from compressor crankcase. - If less than 30 ml (1 oz.) is drained - add 60 ml (2 oz.) to the new compressor. - If more than 30 ml (1 oz.) is drained - add same amount that was drained to the new compressor. c. Install compressor crankcase drain bolt. - Tighten compressor crankcase bolt to 20 N.m (15 lbs. ft.). - Up to 120 ml (4 fluid ounces) of oil can collect in the crankcase. Therefore, it is important when replacing a compressor that the oil in the old compressor crankcase be drained and measured (discard the old oil after recording the amount). 2. Receiver Dehydrator ^ Add 105 ml (3.5 oz.) to receiver dehydrator. 3. Evaporator ^ Add 90 ml (3 oz.) oil. 4. Condenser ^ Add 30 ml (1 oz.) oil. 6. Refrigerant oil loss due to a large leak: ^ If the refrigerant charge is abruptly lost due to a large refrigerant leak, approximately 90 ml (3 oz.) of refrigerant oil will be carried out of the system with the refrigerant. Any failure that causes an abrupt refrigerant discharge will experience this oil loss. Failures that allow the refrigerant to seep or bleed off over time do not experience this oil loss. ^ Upon replacement of a component which caused a large refrigerant leak, add 90 ml (3 oz.) of new polyalkylene glycol (PAG) refrigerant oil plus: the required amount of oil for the particular component (as outlined above). NOTE: Add the oil directly to the replaced component if possible. If the oil cannot easily be added to the replaced part, add the oil to the receiver dehydrator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant Oil > Component Information > Specifications > Capacity Specifications > Page 1904 Refrigerant Oil: Fluid Type Specifications Refrigerant Oil Type Polyalkylene Glycol (PAG) Synthetic Refrigerant Lubricant Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > System Flushing Brake Bleeding: Service and Repair System Flushing Manual NOTE: In the following steps, use a suitable container and/or shop rags to catch fluid and prevent it from contacting any painted surfaces. Clean Fluid reservoir cover and surrounding area. REMOVE OR DISCONNECT 1. Fluid reservoir cover. 2. Any remaining brake fluid in reservoir. 3. Refill reservoir with clean DOT 3 brake fluid to proper level. INSTALL OR CONNECT 1. Fluid reservoir cover. 2. Flush hydraulic modulator as follows: a. Attach a clear plastic bleeder hose to rearward bleeder valve on the hydraulic modulator and place the other end of hose in a container to collect draining brake fluid. Do not submerge hose end into fluid. b. Slowly open rearward bleeder valve one half to one full turn. c. Depress brake pedal until fluid begins to flow. d. Close valve and release brake pedal. Repeat above steps until clean brake fluid flows or at least 118 ml (4 ounces) of fluid is accumulated. e. Repeat above procedure for the forward bleeder valve until clean brake fluid flows or at least 118 ml (4 ounces) of brake fluid is accumulated. Tighten Hydraulic modulator bleeder valves to 9 Nm (80 inch lbs.). Inspect Fluid level in reservoir and fill to correct level if necessary. 3. Fluid reservoir cover. 4. Raise vehicle and suitably support 5. Flush wheel brakes in sequence shown above. Flush sequence: - Right rear. - Left rear. - Right front. - Left front. a. Attach bleeder hose to bleeder valve at each wheel and place the other end into a container to collect draining brake fluid. Do not submerge hose end in fluid. b. Open bleeder valve. c. Slowly depress brake pedal. d. Close valve and slowly release brake pedal. e. Repeat above procedure until clean brake fluid flows or at least 235 ml (8 ounces) of fluid is accumulated. 6. Repeat Step 5 on left rear brake. 7. Repeat Step 5 on right front brake. 8. Repeat Step 5 on left front brake. 9. Lower vehicle. 10. Replace all rubber components listed under Flushing Procedure. 11. Repeat flushing procedure one more time. Inspect Fluid level in reservoir and fill to correct level if necessary. 12. Fluid reservoir cap. 13. Bleed the entire brake hydraulic system. Pressure NOTE: If any brake component is repaired or replaced such that air is allowed to enter the brake system, the entire bleeding procedure MUST be followed. NOTE: Prior to bleeding the brakes, the front and rear displacement cylinder pistons must be returned to the topmost position. The preferred method uses a Scan Tool to perform the rehoming procedure. If a Scan Tool is not available, the second procedure may be used, but it is extremely important that the procedure be followed exactly as outlined. NOTE: Pressure bleeding equipment can be used to perform the flush procedure. The pressure bleeding equipment used for flushing must be of the diaphragm type. It must have a rubber diaphragm between the air supply and the brake fluid to prevent air, moisture, and other contaminants from entering the hydraulic system. Clean Fluid reservoir cover and surrounding area. REMOVE OR DISCONNECT 1. Fluid reservoir cover. 2. Any remaining brake fluid in reservoir. 3. Refill reservoir with clean DOT 3 brake fluid to proper level. INSTALL OR CONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > System Flushing > Page 1909 1. Bleeder adapter J 35589 to brake fluid reservoir. 2. Bleeder adapter to pressure bleeding equipment. Adjust Pressure bleeding equipment to 35-70 kPa (5-10 psi) and wait for approximately 30 seconds to ensure there is no leakage. Pressure bleed equipment to 205-240 kPa (30-35 psi). 3. Proceed as follows with pressure bleeding equipment connected and pressurized: 4. Attach a clear plastic hose to the rearward bleeder valve on the hydraulic modulator. Place the other end of the hose in a container to collect draining brake fluid. Do not submerge hose end into fluid. 5. Slowly open bleeder valve and allow fluid to flow until clean brake fluid flows or until at least 118 ml (4 ounces) of fluid is accumulated. 6. Close valve. 7. Repeat above procedure for the forward bleeder valve until clean brake fluid flows or until at least 118 ml (4 ounces) of fluid is accumulated. Tighten Hydraulic modulator bleeder valve to 9 Nm (80 inch lbs.). 8. Raise vehicle and suitably support. 9. Flush wheel brakes in sequence. Flush sequence: - Right rear. - Left rear. - Right front. - Left front a. Attach bleeder hose to bleeder valve at each wheel and place the other end into a container to collect draining brake fluid. Do not submerge hose end in fluid. b. Slowly open bleeder valve and allow fluid to flow. c. Close valve when clean brake fluid begins to flow or at least 235 ml (8 ounces) of fluid is accumulated. 10. Repeat Step 9 on left rear wheel brake. 11. Repeat Step 9 on right front wheel brake. 12. Repeat Step 9 on left front wheel brake. 13. Lower vehicle. 14. Remove bleeder adapter. 15. Replace all rubber components listed under Flushing Procedure. 16. Repeat flushing procedure one more time. Inspect Fluid level in reservoir and fill to correct level if necessary. 17. Fluid reservoir cap. 18. Bleed the entire brake hydraulic system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > System Flushing > Page 1910 Brake Bleeding: Service and Repair System Bleeding Manual NOTE: Use only DOT 3 brake fluid from a clean, sealed container. Do not use fluid from an open container that may be contaminated with water. Do not use DOT 5 brake fluid. NOTE: In the following steps, use a suitable container and/or shop cloths to catch fluid and prevent it from contacting any painted surfaces. Clean Fluid reservoir cover and surrounding area. Inspect Fluid level in reservoir and fill to the correct level if necessary. INSTALL OR CONNECT 1. Fluid reservoir cover. 2. Prime hydraulic modulator/master cylinder assembly. a. Attach bleeder hose to rearward bleeder valve and submerge opposite hose end in clean container partially filled with brake fluid. b. Slowly open rearward bleeder valve 1/2 to 3/4 turns. c. Depress brake pedal and hold until fluid begins to flow. d. Close valve and release brake pedal. Repeat Step 1 until no air bubbles are present. e. Repeat Steps 2b through 2d until fluids begins to flow. f. Relocate the bleeder hose to the forward hydraulic modulator bleeder valve and repeat Steps 2a through 2e. Once fluid is seems to flow from both modulator bleeder valves, the hydraulic modulator/master cylinder assembly is sufficiently full of fluid. However, it may not be completely purged of air. At this point move to the wheel brakes and bleed them. This ensures that the lowest points in the system are completely free of air and then the hydraulic modulator/master cylinder assembly can be purged of any remaining air. REMOVE OR DISCONNECT 1. Fluid reservoir cover. Inspect Fluid level in reservoir and fill to the correct level if necessary. INSTALL OR CONNECT 1. Fluid reservoir cover. 2. Raise vehicle and suitably support. 3. Proceed as follows to bleed wheel brakes in sequence shown. Bleed sequence: - Right rear. - Left rear. - Right front. - Left front. a. Attach a clear bleeder hose to bleeder valve at wheel and submerge opposite hose in clean container partially filled with brake fluid. b. Open bleeder valve. c. Slowly depress brake pedal. d. Close valve and slowly release brake pedal. e. Wait 5 seconds. f. Repeat Steps 3a through 3e until the brake pedal feels firm at half travel and no air bubbles are observed in the bleeder hose. To assist in freeing entrapped air, tap lightly on the caliper or braking plate 4. Repeat Step 3 on left rear wheel brake. 5. Repeat Step 3 on right front wheel brake. 6. Repeat Step 3 on left front wheel brake. 7. Lower vehicle. REMOVE OR DISCONNECT 1. Fluid reservoir cover. Inspect Fluid level in reservoir and fill to the correct level if necessary. Pressure NOTE: Pressure bleeding equipment must be of the diaphragm type. It must hive a rubber diaphragm between the air supply and the brake fluid to prevent air, moisture and other contaminants from entering the hydraulic system. Clean Fluid reservoir cover and surrounding area. Inspect Fluid to be at proper level. Add clean brake fluid as required. INSTALL OR CONNECT 1. Bleeder adapter J 35589 to brake fluid reservoir. 2. Bleeder adapter to pressure bleeding equipment. 3. Clear plastic bleeder hose to rearward bleeder valve. Submerge other end of bleeder hose in clean container partially filled with brake fluid. Adjust Pressure bleed equipment to 35-70 kPa (5-10 psi) and wait for approximately 30 seconds to insure there is no leakage. Pressure bleed equipment to 205-240 kPa (30-35 psi). 4. Proceed as follows with pressure bleeding equipment connected and pressurized. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > System Flushing > Page 1911 a. With bleeder hose connected to rearward bleeder valve on hydraulic modulator, slowly open bleeder valve and allow fluid to flow until no air is seen in fluid. b. Close valve when fluid flows without any air bubbles. Reopen and repeat until no air bubbles exist. c. Relocate bleeder hose on the forward bleeder valve on the hydraulic modulator and repeat Steps 3 through 4b. Tighten Hydraulic modulator bleeder valve to 9 Nm (80 inch lbs.). NOTE: Use a shop cloth to catch escaping brake fluid. Take care to prevent fluid from running down motor pack and into the bottom or electrical connector. A bleeder hose is not used to bleed brake pipe connections. 5. Proceed to bleed the hydraulic modulator brake pipe connections as follows with pressure bleeding equipment connected and pressurized. a. Slowly open forward brake pipe tube nut on hydraulic modulator and check for air in escaping fluid. b. When air flow ceases, immediately tighten tube nut. Tighten Tube nut to 23 Nm (17 ft. lbs.). c. Repeat Steps 5a and 5b for remaining three brake pipe connections, moving from front to rear. 6. Raise vehicle and suitably support. 7. Proceed as follows to bleed wheel brakes in sequence. Bleed sequence: - Right rear. - Left rear. - Right front. - Left front. a. Attach bleeder hose to bleeder valve and submerge opposite hose end in clean container partially filled with brake fluid. b. Slowly open bleeder valve and allow fluid to flow. c. Close valve when fluid begins to flow without any air bubbles. Tap lightly with a rubber mallet to dislodge any trapped air bubbles. 8. Repeat above sequence on left rear wheel brake. 9. Repeat above sequence on front wheel brakes. 10. Lower vehicle. 11. Remove bleeder adapter J 35589. 12. Check fluid level in reservoir and fill to the correct level using clean brake fluid, if necessary. 13. Install fluid reservoir cover and diaphragm assembly. Inspect With the ignition switch in the "RUN" position, apply brake pedal with moderate force and hold. Note pedal travel and feel. If pedal feels firm and constant and pedal travel is not excessive, start the engine. With the engine running, re-check the pedal travel. If it's still firm and constant and pedal travel is not excessive, go to Step 13. If pedal feels soft or has excessive travel either initially or after engine start. Use the Scan Tool, "Release" then "Apply" the motors 2 to 3 times and cycle the solenoids 5 to 10 times. Be sure to "Apply" the front and rear motors to ensure the pistons are in the upmost position. Now repeat bleeding procedure. 14. Road test the vehicle. Make several normal (non-ABS) stops from a moderate speed to ensure proper brake system function. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming Air Bag(s) Arming and Disarming: Service and Repair Air Bag Disarming and Arming Disabling the SIR System Description Description REMOVE OR DISCONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 1916 ^ Turn the steering wheel to the straight ahead position. ^ Remove the key from the ignition switch. 1. The AIR BAG fuse from the I/P fuse block. 2. The I/P insulator left side. 3. The Connector Position Assurance (CPA) and the driver yellow 2-way connector located at the base of the steering column. 4. The I/P compartment door. 5. The Connector Position Assurance (CPA) and the passenger yellow 2-way connector located behind the I/P compartment door. IMPORTANT With the AIR BAG fuse removed and the ignition switch in the RUN position, the AIR BAG warning lamp Illuminates. This is normal operation and does not indicate a SIR system malfunction. Enabling the SIR System Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 1917 Description INSTALL OR CONNECT ^ Remove the key from the ignition switch. 1. Passenger yellow 2-way connector and the CPA located behind the Instrument panel compartment. 2. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Console. 3. Driver yellow 2-way connector and the CPA located at the base of the steering column. 4. Instrument Cluster insulator (left side). Refer to instrument panel in Instrument Panel, Gauges and Console. 5. The AIR BAG Fuse to the LH I/P Bussed Electrical Center (LH I/P BEC). Refer to Power Distribution in Diagrams. ^ Staying well away from both air bags, turn the ignition switch to the RUN position. Verify that the AIR BAG warning lamp flashes seven times and then stays off. If the AIR BAG warning lamp does not operate as described, perform the SIR DIAGNOSTIC SYSTEM CHECK. See: Restraint Systems/Air Bag Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 1918 Air Bag(s) Arming and Disarming: Service and Repair General Service Precautions CAUTION: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Use the following procedure to temporarily disable the I/P system. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. The inflatable restraint sensing and diagnostic module maintains a reserve energy supply. When the vehicle power is insufficient to cause deployment of the air bags, the reserve energy supply provides the deployment power. Deployment power is available for as much as 10 minutes after disconnecting the vehicle power by any of the following methods: ^ You turn off the ignition switch. ^ You remove the fuse that provides power to the inflatable restraint sensing and diagnostic module. ^ You disconnect the vehicle battery from the vehicle electrical system. Disabling the SIR System prevents deploying of the air bags from the reserve energy supply power. Refer to Disabling the SIR System. See: Air Bag Disarming and Arming/Disabling the SIR System Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Technical Service Bulletins > Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > I/P Junction Block > Page 1926 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Application and ID > Underhood Bussed Electrical Center Fuse: Application and ID Underhood Bussed Electrical Center Underhood Bussed Electrical Center Underhood Bussed Electrical Center (Part 1 Of 2) Underhood Bussed Electrical Center (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 1929 Fuse: Application and ID I/P Bussed Electrical Center LH I/P Bussed Electrical Center LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 1930 RH I/P Bussed Electrical Center RH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Locations > I/P Junction Block > Page 1935 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 Fuse Block: Diagrams C1 Underhood Bussed Electrical Center: C1 Pinout Description Underhood Bussed Electrical Center: C1 (Part 1 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1938 Underhood Bussed Electrical Center: C1 (Part 2 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1939 Underhood Bussed Electrical Center: C1 (Part 3 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1940 Underhood Bussed Electrical Center: C1 (Part 4 Of 5) Underhood Bussed Electrical Center: C1 (Part 5 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1941 Fuse Block: Diagrams C2 Underhood Bussed Electrical Center: C2 Pinout Description Underhood Bussed Electrical Center: C2 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1942 Underhood Bussed Electrical Center: C2 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1943 Underhood Bussed Electrical Center: C2 (Part 3 Of 4) Underhood Bussed Electrical Center: C2 (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1944 Fuse Block: Diagrams C3 Underhood Bussed Electrical Center: C3 Pinout Description Underhood Bussed Electrical Center: C3 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1945 Underhood Bussed Electrical Center: C3 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1946 Underhood Bussed Electrical Center: C3 (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1947 Underhood Bussed Electrical Center: C3 (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1948 Underhood Bussed Electrical Center: C4 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1949 Fuse Block: Diagrams Underhood Bussed Electrical Center: C1 Pinout Description Underhood Bussed Electrical Center: C1 (Part 1 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1950 Underhood Bussed Electrical Center: C1 (Part 2 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1951 Underhood Bussed Electrical Center: C1 (Part 3 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1952 Underhood Bussed Electrical Center: C1 (Part 4 Of 5) Underhood Bussed Electrical Center: C1 (Part 5 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1953 Underhood Bussed Electrical Center: C2 Pinout Description Underhood Bussed Electrical Center: C2 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1954 Underhood Bussed Electrical Center: C2 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1955 Underhood Bussed Electrical Center: C2 (Part 3 Of 4) Underhood Bussed Electrical Center: C2 (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1956 Underhood Bussed Electrical Center: C3 Pinout Description Underhood Bussed Electrical Center: C3 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1957 Underhood Bussed Electrical Center: C3 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1958 Underhood Bussed Electrical Center: C3 (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1959 Underhood Bussed Electrical Center: C3 (Part 4 Of 4) Underhood Bussed Electrical Center: C4 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1960 Underhood Bussed Electrical Center: C5 Underhood Bussed Electrical Center: C6 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > C1 > Page 1961 Underhood Bussed Electrical Center: C7 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Application and ID > Underhood Bussed Electrical Center Fuse Block: Application and ID Underhood Bussed Electrical Center Underhood Bussed Electrical Center Underhood Bussed Electrical Center (Part 1 Of 2) Underhood Bussed Electrical Center (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 1964 Fuse Block: Application and ID I/P Bussed Electrical Center LH I/P Bussed Electrical Center LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 1965 RH I/P Bussed Electrical Center RH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Application and ID > Page 1966 Fuse Block: Service and Repair Underhood Bussed Electrical Center REMOVE OR DISCONNECT 1. Negative battery cable from battery. 2. Positive cable from battery. 3. Air inlet. 4. Cover from B.E.C. and battery cable. 5. Splice pack from inner fender. 6. Pull B.E.C. out of bracket and rotate clockwise 180 degrees. 7. Unsnap bottom cover. 8. Connectors from B.E.C. 9. B.E.C. INSTALL OR CONNECT 1. B.E.C. 2. Connectors to B.E.C. 3. Snap bottom cover. 4. Rotate counterclockwise 180 degrees. Push B.E.C. into bracket. 5. Splice pack to inner fender. 6. Battery cable and cover to B.E.C. 7. Air inlet. 8. Positive cable to battery. 9. Negative battery cable to battery. Tighten ^ Bolts to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fusible Link > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Relay Box > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Relay Box > Component Information > Locations > I/P Junction Block > Page 1974 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Coolant Level Indicator Lamp > Component Information > Description and Operation Coolant Level Indicator Lamp: Description and Operation The Low Coolant indicator (amber) will be illuminated to indicate to the driver that the Engine Coolant level is low. The Engine Coolant Level Switch is a discrete input to the Body Function Controller (BFC) which will close when the Engine Coolant is low. The indicator will illuminate when the input has been active low for at least 10 seconds and the Ignition Switch is in the RUN position. The indicator will be commanded OFF if the switch input goes inactive for at least 2 seconds. This is a distributed function between the Body Function Controller (BFC) and the Instrument Cluster. The Body Function Controller (BFC) will read the status of the Engine Coolant Level Switch input and determine indicator control and then send the control state to the Instrument Cluster via the Serial Peripheral Interface (SPI) serial data bus. The Instrument Cluster will read the Low Coolant indicator control state in the Serial Peripheral Interface (SPI) message and control the indicator directly. In the event of an Serial Peripheral Interface (SPI) data link failure, the Low Coolant indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Coolant Level Indicator Lamp > Component Information > Description and Operation > Page 1979 Coolant Level Indicator Lamp: Testing and Inspection Diagnostic Chart Diagnostic Chart Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Maintenance Required Lamp/Indicator > Component Information > Description and Operation Maintenance Required Lamp/Indicator: Description and Operation The SERVICE VEHICLE SOON indicator (amber) is an alert to the driver. The indicator will also turn on whenever there are specific current codes stored in the Body Function Controller (BFC), or in the event of a loss of Serial Peripheral Interface (SPI) data from the Body Function Controller (BFC) to the Instrument Cluster. Until the Body Function Controller (BFC) has been programmed; the Body Function Controller (BFC) will keep this indicator ON. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Maintenance Required Lamp/Indicator > Component Information > Description and Operation > Page 1983 Maintenance Required Lamp/Indicator: Service and Repair Service Vehicle Soon Indicator If this light is on, it indicates a problem in one of the electronically monitored systems such as Heating and Air Conditioning or Cruise Control. This light does NOT come on at certain milleage intervals. There is probably a Body Control Module (Body Function Controller) Code or non-Emission related Powertrain Code set that will aid you in diagnosis. The only way to get the light to go off is to clear the BCM (BFC)/PCM code(s). This light can NOT be reset or shut off any other way. Codes should be read & repaired before clearing them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Oil Level Warning Indicator > Component Information > Description and Operation Oil Level Warning Indicator: Description and Operation The Check Oil indicator (amber) will be illuminated when the Powertrain Control Module (PCM) reads the Oil Level Switch and transmits a Class 2 message to the Body Function Controller (BFC) indicating there is a Low Oil Level Condition. The Body Function Controller (BFC) will then command the Check Oil indicator ON over the Serial Peripheral Interface (SPI) interface to the Instrument Cluster. If the Low Oil Level option is false all Class 2 activity on the part of the Body Function Controller (BFC) will stop. The Body Function Controller (BFC) will not send out any request for the Low Oil Level condition command and will not issue a Low Oil Level condition report. In the event of a loss of Body Function Controller (BFC) or Powertrain Control Module (PCM) Class 2 serial data the Check Oil indicator will not illuminate unless the indicator was illuminated when the event occurred. In the event of an Serial Peripheral interface (SPI) data link failure, the Check Oil indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Vehicle Lifting > Component Information > Service and Repair Vehicle Lifting: Service and Repair GENERAL VEHICLE LIFTING AND JACKING CAUTION: To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle at the opposite end from which components are being removed. The additional support will reduce the possibility of the vehicle falling off the hoist. When removing major components from the vehicle while the vehicle is on a hoist, the vehicle frame should be chained to the hoist pads at the same end as the removed components to prevent tip-off. Failure to follow these precautionary measures could result in vehicle damage, serious personal injury, or death. CAUTION: To help avoid personal injury, always use jackstands when working on or under any vehicle that is supported only by a jack. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Spare Tire > Component Information > Service and Repair Spare Tire: Service and Repair All vehicles will be equipped with a high pressure compact spare. The compact spare uses a narrow 4-inch wide rim, although the wheel diameter is usually one inch larger than the road wheels. The compact spare wheel should not be used with standard tires, snow tires, wheel covers or trim rings. If such use is attempted, damage to these items or other parts of the vehicle may occur. The compact spare should be used only on vehicles which offered it as original equipment. CAUTION: To avoid serious personal injury, do not stand over tire when inflating. Bead may break when bead snaps over safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. It 275 kPa (40 psi) pressure will not seat beads, deflate, lubricate the beads and reinflate. Overinflation may cause the bead to break and cause serious personal injury. Inflation pressure of the compact spare must be periodically checked and maintained at 415 kPa (60 psi). It can be mounted and dismounted from its wheel using present tire changing equipment and procedures. As with other tires, the beads should completely seat at 275 kPa (40 psi). The tire may then be safely inflated to 415 kPa (60 psi). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 2003 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 2004 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 2005 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels > Page 2010 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 2016 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 2017 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 2018 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels > Page 2023 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 2028 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 2029 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 2034 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 2035 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 2036 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels > Page 2041 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 04-03-10-012B > Feb > 08 > Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 99-03-10-102 > Jun > 99 > Warranty - OE Chrome Plated Aluminum Wheel ID Wheels: All Technical Service Bulletins Warranty - OE Chrome Plated Aluminum Wheel ID File In Section: 03 - Suspension Bulletin No.: 99-03-10-102 Date: June, 1999 INFORMATION Subject: Original Equipment Chrome Plated Aluminum Wheel Identification Models: 1999 and Prior Passenger Cars and Light Duty Trucks Chrome plated aluminum wheels have been returned to the Warranty Parts Center that are not the original equipment (OE) components. Original equipment chrome plated aluminum wheels can be identified by either a balance weight clip retention groove (1) or a step (2) that is machined around both of the wheel's rim flanges. The rim flanges (3) of painted original equipment aluminum wheels do not have a groove or a step. Chrome plated aluminum wheels that do not have the wheel rim flange groove or step are aftermarket chrome plated components and are NOT warrantable. Any aftermarket chrome wheels received by the Warranty Parts Center will be charged back to the dealership. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 72-05-05 > Aug > 97 > Warranty - Guidelines for Using E0420 Wheel Replace Wheels: All Technical Service Bulletins Warranty - Guidelines for Using E0420 Wheel Replace File In Section: Warranty Administration Bulletin No.: 72-05-05 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Using EO42O Wheel Replace Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide service personnel with guidelines for using the above subject labor operation. Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Aluminum Wheels (including chrome plated) with Porosity - Wheels that exhibit porosity should be repaired as described in the vehicle service manual. Wheels should not be replaced without wholesale approval. ^ Aluminum Wheels (except chrome plated) with a "Finish Defect" - Wheels that exhibit a defect in the finish, (i.e., discoloration or surface degradation) should be refinished as described in the Corporate Service Bulletin Number 53-17-03A released in May, 1996. ^ Chrome Wheels - Wheels that are chromed and found to have a finish defect can only be replaced. ^ Aluminum and chrome wheels replaced under warranty will be subject to random part review and inspection. Those wheels inspected and found not to be defective and/or should have been repaired, will be subject to charge back. Wheels damaged by normal wear, road hazards, car wash brushes, or other physical or chemical damage are not eligible for warranty coverage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 2059 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 2060 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 2061 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels > Page 2066 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 2071 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 2072 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 04-03-10-012B > Feb > 08 > Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 99-03-10-102 > Jun > 99 > Warranty - OE Chrome Plated Aluminum Wheel ID Wheels: All Technical Service Bulletins Warranty - OE Chrome Plated Aluminum Wheel ID File In Section: 03 - Suspension Bulletin No.: 99-03-10-102 Date: June, 1999 INFORMATION Subject: Original Equipment Chrome Plated Aluminum Wheel Identification Models: 1999 and Prior Passenger Cars and Light Duty Trucks Chrome plated aluminum wheels have been returned to the Warranty Parts Center that are not the original equipment (OE) components. Original equipment chrome plated aluminum wheels can be identified by either a balance weight clip retention groove (1) or a step (2) that is machined around both of the wheel's rim flanges. The rim flanges (3) of painted original equipment aluminum wheels do not have a groove or a step. Chrome plated aluminum wheels that do not have the wheel rim flange groove or step are aftermarket chrome plated components and are NOT warrantable. Any aftermarket chrome wheels received by the Warranty Parts Center will be charged back to the dealership. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 72-05-05 > Aug > 97 > Warranty - Guidelines for Using E0420 Wheel Replace Wheels: All Technical Service Bulletins Warranty - Guidelines for Using E0420 Wheel Replace File In Section: Warranty Administration Bulletin No.: 72-05-05 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Using EO42O Wheel Replace Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide service personnel with guidelines for using the above subject labor operation. Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Aluminum Wheels (including chrome plated) with Porosity - Wheels that exhibit porosity should be repaired as described in the vehicle service manual. Wheels should not be replaced without wholesale approval. ^ Aluminum Wheels (except chrome plated) with a "Finish Defect" - Wheels that exhibit a defect in the finish, (i.e., discoloration or surface degradation) should be refinished as described in the Corporate Service Bulletin Number 53-17-03A released in May, 1996. ^ Chrome Wheels - Wheels that are chromed and found to have a finish defect can only be replaced. ^ Aluminum and chrome wheels replaced under warranty will be subject to random part review and inspection. Those wheels inspected and found not to be defective and/or should have been repaired, will be subject to charge back. Wheels damaged by normal wear, road hazards, car wash brushes, or other physical or chemical damage are not eligible for warranty coverage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Page 2085 Wheels: Specifications Maximum Lateral Runout: Aluminum Wheels ................................................................................................................................ ........................................... 0.76 mm (0.030 inch) Steel Wheels ........................................................ ............................................................................................................................ 1.14 mm (0.045 inch) Maximum Radial Runout: Aluminum Wheels ................................................................................................................................ ........................................... 0.76 mm (0.030 inch) Steel Wheels ........................................................ ............................................................................................................................ 1.01 mm (0.040 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service Precautions > Technician Safety Information Wheels: Technician Safety Information WARNING: This vehicle has a Supplemental Inflatable Restraint (SIR) System. Refer to the SIR Component and Wiring Location view in order to determine whether you are performing service on or near the SIR components or the SIR wiring. When you are performing service on or near the SIR components or the SIR wiring, refer to the SIR On-Vehicle Service information. Failure to follow the WARNINGS could cause air bag deployment, personal injury, or unnecessary SIR system repairs. WARNING: To help avoid personal Injury when a vehicle is on a hoist, provide additional support for the vehicle at the opposite end from which components are being removed. This will reduce the possibility of the vehicle slipping from the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service Precautions > Technician Safety Information > Page 2088 Wheels: Vehicle Damage Warnings NOTICE: Always use the correct fastener in the correct location. When you replace a fastener, use ONLY the exact part number for that application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Description and Operation > General Information Wheels: Description and Operation General Information The factory installed tires and wheels are designed to operate with loads up to and including the full rated load capacity when inflated to the recommended inflation pressures. Correct tire pressures, wheel alignment and driving techniques have an influence on tire life. Important: Heavy cornering, excessive rapid acceleration, and heavy braking will increase tire wear. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Description and Operation > General Information > Page 2091 Wheels: Description and Operation Wheels Wheels must be replaced if they are bent, dented, have excessive lateral or radial runout, leak air through welds, have elongated bolt holes, if wheel nuts won't stay tight, or if they are heavily rusted. Wheels with excessive runout may cause objectionable vibrations. Replacement wheels must be equivalent to the original equipment wheels in load capacity, diameter, rim width, offset, and mounting configuration. A wheel of improper size or type may affect wheel and bearing life, brake cooling, speedometer/odometer calibration, vehicle ground clearance, and tire clearance to the body and chassis. Steel wheels can be identified by a two or three-letter code stamped into the rim near the valve stem. Aluminum wheels have the code, part number, and manufacturer ID cast into their back side. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Testing and Inspection > General Information Wheels: Testing and Inspection General Information Wheel runout should be measured with an accurate dial indicator. Measurements may be taken with the wheel installed on the vehicle, or off the vehicle using an accurate mounting surface such as on a wheel balancer. Measurements may also be taken with or without the tire mounted on the wheel. Radial runout and lateral runout should be measured on both the inboard and outboard rim flanges. With the dial indicator firmly in position, slowly rotate the wheel one revolution and record the total indicator reading. If any measurement exceeds specifications, and there is a vibration that wheel balancing will not correct, the wheel should be replaced. Disregard any indicator readings due to welds, paint runs, scratches, etc. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Testing and Inspection > General Information > Page 2094 Wheels: Testing and Inspection Steel Wheels ^ Radial runout 1.01 mm (0.040 inch) ^ Lateral runout 1.14 mm (0.045 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Testing and Inspection > General Information > Page 2095 Wheels: Testing and Inspection Aluminum Wheels ^ Radial runout 0.76 mm (0.030 inch) ^ Lateral runout 0.76 mm (0.030 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service Wheels: Service and Repair On-Vehicle Service Wheel Removal GENERAL INFORMATION Penetrating oil has not been found to be effective in removing tight wheels. However, if it is used, it should be applied sparingly to the wheel center hole area only. CAUTION: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum, it could cause the wheel to work loose as the vehicle is driven, resulting in a loss of control and an injury accident. Never use heat to loosen a tight wheel. It can shorten the life of the wheel, studs or hub and bearing assemblies. Wheel nuts must be tightened in sequence and to the proper fastener tightening specification to avoid bending the wheel or rotor. Sometimes wheels can be difficult to remove due to foreign material or a tight fit between the wheel center hole and the rotor. Excessive force such as hammering the wheel or tire can cause damage and is not recommended. Slight tapping on the tire sidewall using a large rubber mallet is acceptable. The wheel can be removed without damage as follows: 1. Tighten all wheel nuts on the affected wheel. Then loosen each nut two turns. Rock the vehicle side to side. If this is not effective, go to step 2.2. 2. Rock the vehicle from "DRIVE" to "REVERSE," allowing the vehicle to move several feet in each direction. Apply quick, hard jabs on the brake pedal to loosen the wheel. If the wheel still does not free up, then rock the vehicle again from side to side as hard as possible using one or more persons' body weight. If the wheel is still tight, repeat the procedure. REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Wheel cover, if equipped. 3. Wheel nuts. ^ Mark location of tire and wheel assembly to hub assembly. ^ Clean wheel nuts, studs and the wheel and brake drum or rotor mounting surfaces. CAUTION: Before installing a wheel, remove any buildup of corrosion on the wheel mounting surface and brake drum or rotor by scraping and wire brushing. Installing wheels without good metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen, which may later allow the wheel to come off while the vehicle is in motion. Wheel Installation INSTALL OR CONNECT 1. Hub cap on aluminum wheel, if removed. 2. Tire and wheel assembly. ^ Align locating mark of tire and wheel to hub assembly. NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. CAUTION: Never use oil or grease on studs or nuts. Tighten the wheel nuts with your fingers until they are snug. Then, tighten the nuts (in the sequence shown) to the fastener tightening specification, refer SPECIFICATIONS. Improperly tightened wheel nuts could Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 2098 eventually allow the wheel to come off while the vehicle is moving, possibly causing loss of control, personal injury and property damage. 3. Wheel nuts. ^ Tighten wheel nuts in sequence to 140 Nm (100 ft. lbs.). 4. Wheel cover, if equipped. 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 2099 Wheels: Service and Repair Aluminum Wheels - Additional Information Aluminum Wheel Hub Cap REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Tire and wheel assembly. 3. Hub cap. ^ Place a block of wood approximately 50 mm (2 inches) in diameter with a squared off end against the back surface of the cap. A sharp hammer blow on the block of wood will remove the cap. INSTALL OR CONNECT 1. Hub cap ^ Place cap into position at wheel opening and place a block of wood at least 75 mm (3 inches) on diameter against cap face. Install cabby striking block of wood with hammer. NOTICE: Failure to hit cap squarely without the load distributed evenly could result in permanent damage to the cap. 2. Tire and wheel assembly. Aluminum Wheel Porosity Repair 1. Raise vehicle and suitably support. 2. Remove tire and wheel assembly. 3. Locate leaking areas by inflating tire to 275 kPa (40 psi) and dipping tire and wheel assembly into a water bath. 4. Mark leak areas and remove tire from wheel. Refer to TIRE MOUNTING AND DISMOUNTING. 5. Scuff inside rim surface at leak area with 80 number grit sandpaper and clean area with general purpose cleaner such as 3M P/N 08984 or equivalent. 6. Apply 3 mm (1/8") thick layer of adhesive/sealant P/N 1052366 or equivalent to leak area and allow six hours of drying time. CAUTION: To avoid serious personal injury, do not stand over tire when inflating. Bead may break when bead snaps over safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat beads, deflate, lubricate the beads and reinflate. Overinflation may cause the bead to break and cause serious personal injury. 7. Mount tire on wheel, pressurize to 275 kPa (40 psi) and check for leaks. Refer to TIRE MOUNTING AND DISMOUNTING. 8. Adjust tire pressure to meet specifications. 9. Balance tire and wheel assembly. 10. Install tire and wheel assembly. General Information A protective clear or color coating is applied to the surface of original equipment cast aluminum wheels. A surface degradation condition can begin to develop if this clear coating is damaged or removed. This can happen at some automatic car wash facilities using aggressive silicon carbide tipped tire brushes to clean white walls and tires. Once the protective coating is damaged, exposure to caustic cleaners and/or road salt further causes surface degradation. The following procedure details how to strip, clean and coat aluminum wheels that are affected by these conditions. Required Materials: ^ Amchem Alumi Prep number 33 - stock number DX533 or equivalent - cleaning and conditioning chemical for aluminum. ^ Amchem Alodine number 1001 - stock number DXSOT or equivalent - coating chemical for aluminum. ^ Ditzler Delclear Acrylic Urethane Clear - stock number DAU-75 or equivalent. ^ Ditzler Delthane Ultra-Urethane Additive - stock DXR-80 or equivalent. Initial Preparation REMOVE OR DISCONNECT 1. Wheel and tire assembly from the vehicle. Refer to WHEEL REMOVAL. ^ Match mark tire for reinstallation of outboard wheel weights after recoating of wheel. 2. Outboard wheel weights. ^ Clean: Wheel inside and out with a water base all purpose cleaner. Remove grease or oil with a solvent cleaner. Accent Color Preparation ^ Sand over painted areas that do not require recoloring with number 400 grit (wet or dry) to promote adhesion of clear coat. Surface Damage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 2100 CAUTION: Do not use vehicle power to rotate the wheel while sanding or personal Injury may result. 1. Mount tire and wheel on brake lathe and spin slowly. NOTICE: Do not use abrasive coarser than 80 grit or wheel may be damaged. 2. Sand wheel with backing block or pad by holding abrasive flat to surface of wheel and moving slowly back and forth from center to outer edge to remove damage. Use the following sandpaper grits in the order listed. A. Sand with number 80 grit sandpaper. B. Sand with number 150 grit sandpaper. C. Sand with number 240 grit sandpaper. 3. Continue with "RECOATING PROCEDURE." Clear Coat Damage on Unpainted Wheels CAUTION: Use of rubber gloves and eye protection Is necessary to prevent personal injury. 1. Apply chemical stripper. ^ Allow stripper to penetrate coating. ^ Use small 1/4 inch detail brush dipped in stripper to apply material around perimeter and spoke-like areas. 2. Remove stripper following manufacturers recommendations. CAUTION: Do not use vehicle power to rotate the wheel while sanding or personal injury may result. 3. Sand wheel with 240 grit while rotating wheel on a slow spinning brake lathe or by mounting on vehicle and spinning by hand. This will restore the machined appearance and promote adhesion. 4. Continue with "RECOATING PROCEDURE." Recoating Procedure CAUTION: Use of rubber gloves and eye protection Is necessary to prevent personal Injury. 1. Clean surface of contaminants by washing with soap and water. 2. Spray the wheel with Amchem number 33 or equivalent. ^ Let the wheel soak for 1 to 3 minutes. ^ Rinse the wheel with water and blow dry. 3. Soak wheel with Amchem #1001 or equivalent. ^ Let the wheel soak for 1 to 3 minutes. ^ Rinse the wheel with water and blow dry. 4. Mask off the tire. CAUTION: To avoid serious personal injury when applying any two part component paint system, follow the specific precautions provided by the paint manufacturer. Failure to follow these precautions may cause lung irritation and allergic respiratory reaction. 5. Finish the wheel with Ditzler Delclear Acrylic Urethane and Ditzler Ultra-Urethane Additive or equivalent using three coats. Refer to labels for specific directions. ^ First Coat - Light mist coat, let flash. ^ Second Coat - Light, let flash. ^ Third Coat - Heavy double wet coat. 6. Let the wheel dry for 24 hours (or flash for 30 minutes) or force dry at 60° C (140° F) for 30 minutes, then allow to cool for 30 minutes before mounting. INSTALL OR CONNECT 1. Balance wheel and tire assembly. ^ Replace the original balance weights with nylon coated weights to avoid discoloration of the wheel. 2. Tire and wheel assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 2101 Wheels: Service and Repair Wheel Repair Wheel repairs that use welding, heating, or peening are not approved. An inner tube is not an acceptable repair for leaky wheels or tires. Porosity in aluminum wheels can be repaired. Refer to "ALUMINUM WHEEL POROSITY REPAIR". Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 2102 Wheels: Service and Repair Balancing Tire and Wheel General Balance Precautions Deposits of foreign material must be cleaned from the inside of the wheel. When balancing aluminum and composite wheels, the balancer pressure cup should have a protective plastic or rubber edge on it to avoid damaging the rim surface finish. Stones should be removed from the tread in order to avoid operator injury during spin balancing and to obtain a good balance. The tire should be inspected for any damage, then balanced according to the equipment manufacturer's recommendations. General Information There are two types of tire and wheel balancing, static and dynamic. Static balance is the equal distribution of weight around the wheel. Assemblies that are statically unbalanced cause a bouncing action called wheel tramp. This condition may eventually cause uneven tire wear. Dynamic balance is the equal distribution of weight on each side of the centerline so that when the assembly spins there is no tendency for it to move from side to side. Assemblies that are dynamically unbalanced may cause wheel shimmy. Off-Vehicle Balancing Wheel balancing should be performed using an electronic off-vehicle balancer. They are easy to use and give both a static and a dynamic balance. Although they do not correct for drum or rotor unbalance as does on-vehicle spin balancing, this is overcome by their accuracy (usually to within 1/8 ounce). When balancing off-vehicle, the wheel should locate on the balancer with a cone through the back side of the center pilot hole (not by the wheel stud holes). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 2103 On-Vehicle Balancing When needed, on-vehicle balancing will help correct vibrations due to brake drum, rotor, and wheel cover imbalance. The front suspension should not be allowed to hang free. When the CV joint is run at a very high angle, extra vibrations can occur, resulting in damage to boots and joints. Always follow the equipment manufacturer's instructions. When balancing on-vehicle, do not remove the balance weights from the off-vehicle dynamic balance. If more than one ounce of additional weight is required, it should be split between the inner and outer rim flange. NOTICE: The driven tire and wheel assemblies should be spun using the engine. Limit speed as stated in the following Caution. CAUTION: Do not spin the drive wheels faster than 55 km/h (35 mph) as indicated by the speedometer. This limit is necessary because the speedometer indicates only one-half of the actual wheel speed when one drive wheel is spinning and the other drive wheel is stopped. Personal injury and damage may result from high speed spinning. Wheel Balance Weights When static balancing, if more than 40 grams (1.0 oz.) are needed, the wheel weights should be split as equal as possible between the inboard and outboard flanges. Balancing factory aluminum wheels requires the use of special nylon coated clip on wheel weights. These weights are designed to fit over the thicker rim flange of the aluminum wheel and should be installed with a plastic tipped hammer. Adhesive wheel weights are also available. Use the following procedure to install adhesive wheel weights. Adhesive Wheel Weight Installation: 1. Clean wheel by sanding to bare aluminum where wheel weight is to be located. 2. Wipe wheel weight attachment area with a mixture of half Isopropyl alcohol and half water. A clean cloth or paper towel must be used for this operation. 3. Dry the attachment area with hot air. Surface of wheel should be warm to the touch. 4. The adhesive backing on wheel weights must be warmed to room temperature. 5. Remove tape from back of weights. Do not touch the adhesive surface. 6. Apply wheel weight and press on with hand pressure. 7. Secure wheel weight with a 70 - 110 N (16 - 25 lbs.) force applied with a roller. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Specifications Wheel Bearing: Specifications This vehicle uses a sealed wheel bearing and lubricating grease is not required. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Specifications > Page 2107 Wheel Bearing: Description and Operation A non-serviceable unit hub and bearing is bolted to the knuckle. This hub and bearing is a sealed, maintenance free unit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Wheel Bearing: Symptom Related Diagnostic Procedures Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 2110 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 2111 Wheel Bearing: Component Tests and General Diagnostics Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 2112 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Service and Repair > Front Suspension Wheel Bearing: Service and Repair Front Suspension FRONT WHEEL BEARINGS AND/OR HUB ^ Tools Required: J 28733-A Front Hub Spindle Remover - Or Equivalent REMOVE OR DISCONNECT 1. Drive axle. 2. Brake caliper bolts, and support caliper. 3. Brake Rotor. 4. Hub and bearing assembly. 5. Hub and bearing assembly from steering knuckle. 6. Hub and bearing. INSTALL OR CONNECT 1. Hub and bearing assembly to steering knuckle. 2. Hub and bearing assembly bolts. ^ Tighten hub and bearing assembly bolts to 95 Nm (70 ft lb). 3. Brake Rotor. 4. Brake caliper and bolts. Refer to Brakes and Traction Control. 5. New hub and bearing into steering knuckle. 6. Drive axle. 7. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Service and Repair > Front Suspension > Page 2115 Wheel Bearing: Service and Repair Rear Suspension REAR WHEEL BEARINGS AND/OR HUB REMOVE OR DISCONNECT 1. Raise vehicle. 2. Wheel and tire assemblies. 3. Brake drum. NOTICE: Do not hammer on brake drum damage to the assembly could result. 4. Rear ABS wheel speed sensor wire connector. 5. Remove hub and bearing assembly from axle. INSTALL OR CONNECT 1. Connect rear ABS wheel speed sensor wire connector. 2. Hub and Bearing assembly. ^ Tighten hub and bearing to axle bolts to 95 Nm (70 ft lb). 3. Brake drum. 4. Wheel and tire assembly. 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Cover > Component Information > Service and Repair Wheel Cover: Service and Repair REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Tire and wheel assembly. 3. Hub cap. ^ Place a block of wood approximately 50 mm (2 inches) in diameter with a squared off end against the back surface of the cap. A sharp hammer blow on the block of wood will remove the cap. INSTALL OR CONNECT 1. Hub cap ^ Place cap into position at wheel opening and place a block of wood at least 75 mm (3 inches) on diameter against cap face. Install cabby striking block of wood with hammer. NOTICE: Failure to hit cap squarely without the load distributed evenly could result in permanent damage to the cap. 2. Tire and wheel assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability Axle Nut: Technical Service Bulletins Drive Axles - Improved Axle Nut Availability File In Section: 04 - Driveline Axle Bulletin No.: 03-04-18-001 Date: February, 2003 INFORMATION Subject: Availability of New Front Drive Axle Nut Models: 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is to inform dealers that a new and improved front drive axle nut has been released for service of the above listed vehicles. Use the new nut, P/N 10289657, whenever the front drive axle nut is removed. This new nut is a torque prevailing nut and is silver in color. The old nut is black in color and has a sheet metal cage around the nut (shown below). Using the new nut will provide a more consistent clamp load on the wheel bearing and should help prolong the bearing life. Notice: Use the correct tightening specifications when installing fasteners in order to avoid damage to parts and systems. Torque Tighten the new nut to 235 N.m (173 lb ft). The old nut torque was 385 N.m (284 lb ft). Important: Some front wheel hub kits may have the old style nut included in the kit. Discard the old nut and use the new nut, P/N 10289657. New Style Nut The nut shown is a torque prevailing nut and is silver colored. Old Style Nut Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability > Page 2124 The old style nut shown is black and has a sheet metal cage around the nut. Parts Information Parts are currently available from GMSPO. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability > Page 2125 Axle Nut: Technical Service Bulletins Steering - Various Revised Tightening Specifications CHEVROLET 73-32-03A Issued: 05/01/97 SMU - SECTIONS 3B/3C/4D REVISION: 04/11/97 THIS BULLETIN IS BEING REVISED TO UPDATE THE DRIVE AXLE NUT TIGHTENING SPECIFICATIONS FOR THE N CAR. PLEASE DISCARD CORPORATE BULLETIN NUMBER 73-32-03 (SECTION 3 - STEERING/SUSPENSION). SUBJECT: SERVICE MANUAL UPDATE - SECTIONS 3B/3C/4D - REVISED TIGHTENING SPECIFICATIONS MODELS: 1997 CHEVROLET CAVALIER, MALIBU 1997 OLDSMOBILE CUTLASS 1997 PONTIAC SUNFIRE THIS BULLETIN IS BEING ISSUED TO REVISE THE TIGHTENING SPECIFICATIONS IN SECTIONS 3B, 3C AND 4D OF THE SERVICE MANUAL AS FOLLOWS: J CAR SECTIONS 3B-8, 3B-9, 3C-5 AND 3C-13: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 90 DEGREE ROTATION. N CAR SECTIONS 3C-6 AND 3C-16: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 180 DEGREE ROTATION. SECTION 3B-12: THE CORRECT TIGHTENING SPECIFICATIONS ARE AS FOLLOWS: - STEERING COLUMN LOWER PINCH BOLT 22 N.M (16 LB FT) - STEERING COLUMN UPPER PINCH BOLT 22 N.M (16 LB FT) SECTIONS 3C-16, 4D-4 AND 4D-5: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - FRONT DRIVE AXLE NUT 385 N.M (284 LB FT) +/- 5 N.M (44 LB IN). REPLACE THE DRIVE AXLE NUT WITH A NEW ONE AFTER EVERY REMOVAL. NEVER RE-USE THE DRIVE AXLE NUT. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Page 2126 Axle Nut: Specifications Service Manual Update #73-32-03A Drive Axle Nut (New) ............................................................................................................................................... 385 Nm (284 ft lb) +/- 5 Nm (44 in lb) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > Customer Interest for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: Customer Interest Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > Customer Interest for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 2135 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 2141 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Specifications > Tightening Torque Wheel Fastener: Specifications Tightening Torque Wheels Nuts ........................................................................................................................................ .................................................. 140 Nm (100 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Specifications > Tightening Torque > Page 2144 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Specifications > Page 2145 Wheel Fastener: Application and ID All models use metric wheel nuts and wheel studs. The nut will have the word "metric" stamped on the face and the stud will have the letter "M" stamped into the threaded end. The word "metric" is stamped on the head. The thread size of the metric wheel nuts and wheel studs are "M12 x 1.5." This signifies: M = Metric 12 = Diameter in millimeters 1.5 = Millimeters per thread If a broken stud is found, refer to FRONT SUSPENSION or REAR SUSPENSION for replacement procedure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Service and Repair > Front Suspension Wheel Fastener: Service and Repair Front Suspension ^ Tools Required: J 6627-A Wheel Stud Remover - J 28733-A Front Hub Spindle Remover. - Or Equivalents REMOVE OR DISCONNECT 1. Hub and bearing assembly. 2. Wheel stud from hub and bearing assembly using tool J 6627-A. Discard stud. INSTALL OR CONNECT 1. New wheel stud into hub and bearing assembly. 2. Flat washers and nut (flat side down) onto wheel stud, and tighten until wheel stud is fully seated. 3. Hub and bearing assembly. 4. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Service and Repair > Front Suspension > Page 2148 Wheel Fastener: Service and Repair Rear Suspension ^ Tool Required: J 6627-A Wheel Stud Remover - Or Equivalent REMOVE OR DISCONNECT 1. Wheel and tire assembly. 2. Brake drum. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Service and Repair > Front Suspension > Page 2149 NOTICE: Do not hammer on brake drum as damage to the bearing or deformation of the drum could result. 3. Wheel stud using tool J 6627-A. 4. Dispose of stud. INSTALL OR CONNECT 1. New stud (insert from back side of hub). 2. Four flat washers on stud. 3. Wheel nut (install with flat side toward washers). 4. Tighten nut until stud head is properly seated in hub flange. 5. Remove nut and washers. 6. Brake drum. 7. Wheel and tire assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information Towing Information: Technical Service Bulletins Vehicle - Recreational (Dinghy) Towing Information Bulletin No.: 00-00-89-008F Date: July 28, 2006 INFORMATION Subject: Recreational (Dinghy) Towing Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 2154 Models Supercede: This bulletin is being revised to add model years, models and additional information. Please discard Corporate Bulletin Number 00-00-89-008E (Section 00 - General Information). Some customers may want to tow their vehicle behind another vehicle with all FOUR tires on the ground. This is referred to as "dinghy" towing. Towing in this manner is acceptable only on the certain vehicles. The vehicle should be properly equipped and prepared as described below. The passenger cars listed above are the vehicles that CAN be dinghy towed. Passenger cars not listed above are vehicles where dinghy towing is not permitted or recommended. Certain 4WD trucks can be dinghy towed depending on the transfer case option. Rear wheel drive and AWD trucks should NOT be dinghy towed. Refer to the truck models and transfer case options below. Please refer to the applicable vehicle Owner's Manual before towing. Passenger Cars Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 2155 Note: The vehicles shown must not be towed backwards or transmission damage may occur. Towing Procedure Note: Failure to follow these instructions may result in damage to the transmission. Important: The towing speed as stated in the Owner's Manual should not exceed 104 km/h (65 mph) for 1995-2005 vehicles. In order to properly dinghy tow the vehicle, follow these steps: 1. Firmly set the parking brake. 2. Open the fuse panel and pull the fuse(s) indicated in the Owner's Manual section detailing towing your vehicle. This prevents the instrument panel (IP) and/or electronic PRNDL indicator from draining the battery. 3. Securely attach the vehicle to the tow vehicle. 4. Turn the ignition key to the OFF position, which is one position forward of LOCK. Unlocking the steering column allows for proper movement of the front wheels and tires during towing. For 1997-1999 Cutlass, 1997-2003 Malibu, 2004-2006 Chevrolet Classic and 1999-2004 Alero/Grand Am models, turn the ignition switch to the accessory (ACC) position, which is one position forward of OFF. This position unlocks the transaxle. 5. Shift the transmission to Neutral (N). Note: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 2156 Use extra care whenever towing another vehicle. Do not exceed the towing vehicle's gross combination weight (GCW) by adding the weight of the dinghy towed vehicle or vehicle damage may result. 6. When the vehicle being towed is firmly attached to the tow vehicle, release the parking brake. 7. Replace the fuse(s) in the fuse panel when finished towing. Tracker Models Note: Locking the steering column when towing your vehicle may damage the steering column. Always unlock the steering column before towing. Important: ^ Two-wheel drive Trackers cannot be dinghy towed. Two-wheel drive models MUST be towed with the rear drive wheels on a dolly. ^ The towing speed must not exceed 90 km/h (55 mph). In order to properly dinghy tow a 4WD Tracker, follow these steps: 1. Set the parking brake. 2. Shift the transmission into Park (AT) or second gear (MT). 3. With the ignition key in the ON position, move the transfer case to Neutral. Make sure the 4WD indicator on the instrument panel cluster is Off. 4. Turn the ignition key to ACC in order to unlock the steering wheel. 5. Release the parking brake. Stop towing the vehicle every 300 km (200 mi) and do the following steps: 1. Start the engine of the towed vehicle. 2. Leave the transfer case shift lever in Neutral. 3. Shift the transmission to Drive (AT). For vehicles with (MT), leave the transmission in second gear with the clutch engaged. 4. Run the engine at medium speed for one minute to circulate the oil through the transfer case. 2003-2007 Pontiac Vibe Only the front wheel drive vehicles with manual transmission are designed to be dinghy towed. Use the following procedure to properly dinghy tow these models: 1. Place the shift lever in Neutral. 2. Turn the ignition switch to the ACC position to avoid locking the steering wheel. Make sure that the audio system is turned off and that nothing is plugged into the power outlets. 3. Release the parking brake. 4. After dinghy towing the vehicle, let the engine idle for more than three minutes before driving the vehicle. Four Wheel Drive and All Wheel Drive Light Duty Trucks Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 2157 Dinghy towing is permitted on the trucks shown with the transfer case placed in the Neutral position. Refer to the end of this bulletin for identification information to determine type of transfer case. The vehicles shown should NOT be dinghy towed because the transfer cases in these vehicles either have no neutral position or do not have an internal oil pump to provide lubrication while being towed. In order to properly tow the vehicles, place the vehicle on a platform trailer with all four tires off the ground. Avoid towing the vehicle with all four tires on the ground. In rare instances when towing with all four tires on the ground is unavoidable, both the front and the rear propeller shafts must be removed in order to prevent damage to the transfer case and/or transmission. Because front and rear propeller shafts are matched to attaching components at assembly, refer to the applicable Service Manual for procedures on propeller shaft removal/installation. Towing Procedure In order to properly dinghy tow the vehicle, use the following procedure: 1. Firmly set the parking brake. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 2158 2. Place the AT in Park (P) or the MT in the lowest gear (1st). 3. Securely attach the vehicle being towed to the tow vehicle. Caution: Shifting the transfer case to Neutral can cause the vehicle to roll, even if the transmission is in park (automatic) or 1st gear (manual), and may cause personal injury. 4. If equipped, place the transfer case shift lever in Neutral (N). Note: Use extra care whenever towing another vehicle. Do not exceed the towing vehicle's gross combination weight (GCW) by adding the weight of the dinghy towed vehicle or vehicle damage may result. 5. When the vehicle being towed is firmly attached to the tow vehicle, release the parking brake. 6. The Owner's Manual specifies the appropriate ignition key position to ensure that the steering is unlocked to allow the front wheels to follow the tow vehicle. Rear Wheel Drive Light Duty Trucks Important: ^ Dust or dirt can enter the back of the transmission through the opening created by the removal of the slip yoke from the transmission if proper protection is not provided. ^ Verify that the transmission fluid is at the proper level before driving the truck. Rear wheel drive vehicles, equipped with AT or MT, should NOT be dinghy towed. These transmissions have no provisions for internal lubrication while being towed. In order to properly tow these vehicles, place the vehicle on a platform trailer with all four tires off the ground. Avoid towing the vehicle with all four tires on the ground. In rare instances when it is unavoidable that a rear wheel drive vehicle be dinghy towed, the propeller shaft to axle yoke orientation should be marked and the propeller shaft removed. Refer to the applicable Service Manual for procedures on propeller shaft removal/installation. Transfer Case Identification Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 2159 The identification tag on the rear half of the transfer case provides the information shown. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Maintenance > Vehicle Lifting > Component Information > Service and Repair Vehicle Lifting: Service and Repair GENERAL VEHICLE LIFTING AND JACKING CAUTION: To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle at the opposite end from which components are being removed. The additional support will reduce the possibility of the vehicle falling off the hoist. When removing major components from the vehicle while the vehicle is on a hoist, the vehicle frame should be chained to the hoist pads at the same end as the removed components to prevent tip-off. Failure to follow these precautionary measures could result in vehicle damage, serious personal injury, or death. CAUTION: To help avoid personal injury, always use jackstands when working on or under any vehicle that is supported only by a jack. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Compression Check > System Information > Specifications Compression Check: Specifications The lowest reading cylinder should not be less than 70% of the highest and no cylinder reading should be less than 689 kPa (100 psi). Perform compression test with engine at normal operating temperature, spark plugs removed and throttle wide open. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Compression Check > System Information > Specifications > Page 2168 Compression Check: Testing and Inspection TOOL REQUIRED ^ J 38722 Compression Tester A compression pressure test of the engine cylinders determines the condition of the rings, the valves and the head gasket. CAUTION: This engine has aluminum cylinder heads. Allow the engine to cool before removing the spark plugs, or the engine may be damaged. 1. Run the engine until it reaches normal operating temperature. The battery must be at or near full charge. 2. Turn the engine OFF. 3. Disable the ignition system. See Powertrain Management. 4. Disable the fuel system. See Powertrain Management. CAUTION: Remove the ignition fuse and both of the injector fuses from the fuse box and/or underhood electrical center. 5. Remove the spark plugs from all cylinders. See Powertrain Management. 6. Remove the air duct from the throttle body. See Powertrain Management. 7. Block the throttle plate in open position. 8. Measure the engine compression using the following procedure: a. Install the Compression Tester firmly to the spark plug hole. b. Crank the engine through at least ten compression strokes (or until the highest reading is achieved) in the cylinder being tested and check the readings on the Compression Tester at each stroke. Record the results. c. Disconnect the Compression Tester. d. Repeat the compression test for each cylinder. 9. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70% of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 10. When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. 11. The following are problem areas: ^ If there is a problem with the piston ring, compression is low on the first stroke and tends to build up on the following strokes, but does not reach normal. Compression improves considerably with the addition of oil. Use approximately three squirts of oil from a plunger-type oiler. ^ If there is a problem with the valve, compression is low on the first stroke and it does not tend to build up in following strokes. Compression does not improve much with the addition of oil. Use approximately three squirts from a plunger type oiler. ^ Leaking head gaskets give nearly the same results as valve problems, but may be identified by engine coolant in the crankcase. Head gasket leakage between two cylinders will give low readings on both cylinders. 12. Remove the block from the throttle plate. 13. Install the air duct to the throttle body. See Powertrain Management. 14. Install the spark plugs. See Powertrain Management. 15. Install the ignition fuse and both fuel injector fuses to the fuse box and/or underhood electrical center. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft Bearing > Component Information > Specifications Camshaft Bearing: Specifications DIMENSIONS Bore Diameter Front and Rear ........................................................................................................................................... 51.030-51.080 mm (2.009-2.011 inch) Middle #2 and #3 ...................................................................................................................................... 50.770-50.820 mm (1.999-2.001 inch) Inside Diameter ............................................................................................................................................... 47.523-47.549 mm (1.871-1.872 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft Gear/Sprocket > Component Information > Specifications > Cam Gear Torque Specifications Camshaft Gear/Sprocket: Specifications Cam Gear Torque Specifications Camshaft Sprocket Bolt ....................................................................................................................... ................................................. 140 Nm (103 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft Gear/Sprocket > Component Information > Specifications > Cam Gear Torque Specifications > Page 2177 Camshaft Gear/Sprocket: Specifications Tightening Specifications Sprocket Bolt ....................................................................................................................................... ................................................... 110 Nm (81 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft, Engine > Component Information > Specifications > Engine Mechanical Specifications Camshaft: Specifications Engine Mechanical Specifications Lobe Lift Intake ................................................................................................................................................... .......................... 6.9263 mm (0.2727 inch) Exhaust ............................................................................ .............................................................................................. 6.9256 mm (0.2727 inch) Journal Diameter ........................................................................................................................................................ 47.45-47.48 mm (1.868-1.869 inch) Clearance ....................................................................................................................................................... 0.026-0.101 mm (0.001-0.004 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft, Engine > Component Information > Specifications > Engine Mechanical Specifications > Page 2182 Camshaft: Specifications Fastener Tightening Specifications Camshaft Pulley/Gear Torque Camshaft Sprocket Bolt ....................................................................................................................... ................................................. 140 Nm (103 ft. lbs.) Camshaft Position Sensor Thrust Plate Screw .............................................................................................................................. .................................................. 10 Nm (89 inch lbs.) Position Sensor Screw .................................... ....................................................................................................................................... 10 Nm (89 inch lbs.) Camshaft Thrust Plate Thrust Plate Screw .............................................................................................................................. .................................................. 10 Nm (89 inch lbs.) Position Sensor Screw .................................... ....................................................................................................................................... 10 Nm (89 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft, Engine > Component Information > Specifications > Page 2183 Camshaft: Testing and Inspection TOOL REQUIRED ^ J 8001 Dial Indicator ^ J 26900-13 Dial Indicator Post 1. Inspect the sprocket. 2. Inspect the keyway and the threads. 3. Inspect the bearing surfaces and the lobes for damage. 4. Replace the camshaft if the camshaft is damaged. Do not attempt to repair the camshaft. 5. Measure the bearing journals with a micrometer. Measure the diameter. Measure valve run-out. Replace the camshaft if the bearing journals are out of specification. 6. Use the following procedure in order to measure camshaft lift: a. Lubricate the camshaft bearings with GM Camshaft and Lifter Prelube P/N 1052365 or the equivalent. b. Set the camshaft on "V" blocks or between camshaft centers. c. Install the Dial Indicator. Install the Dial Indicator Post. d. Measure the camshaft journal run-out. Measure the lobe lift. Replace the camshaft if the camshaft lift is out of specification. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Lifter / Lash Adjuster, Valve > Component Information > Specifications Lifter / Lash Adjuster: Specifications Lifter Type ............................................................................................................................................ .................................................................. Hydraulic Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Lifter / Lash Adjuster, Valve > Component Information > Specifications > Page 2187 Lifter / Lash Adjuster: Description and Operation OPERATION A roller rocker type valve train is used. Motion is transmitted from the camshaft through the hydraulic roller lifter and the pushrod to the roller rocker arm. The rocker arm pivots on needle roller bearings and transmits the camshaft motion to the valve. The rocker arm pedestal locates in a slot in the cylinder head and the rocker arm is retained in the cylinder head by a bolt. The pushrod is located by the rocker arm. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Lifter / Lash Adjuster, Valve > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Lifter / Lash Adjuster: Symptom Related Diagnostic Procedures Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Lifter / Lash Adjuster, Valve > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 2190 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Lifter / Lash Adjuster, Valve > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 2191 Lifter / Lash Adjuster: Component Tests and General Diagnostics 1. Keep the valve lifters in order so that they may be installed in their original position. 2. If the lifters are removed, install them in their original position. CAUTION: When new valve lifters are installed coat the valve lifters with camshaft and lifter prelude GM P/N 1052365 (or equivalent). 3. Inspect the following areas of the lifters: ^ The lifter body for wear and scuffing ^ The lifter bore for wear 4. Inspect the valve rocker arms for wear at the rotation surfaces. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Lifter / Lash Adjuster, Valve > Component Information > Testing and Inspection > Page 2192 Lifter / Lash Adjuster: Service and Repair REMOVAL 1. Depressurize the fuel system. See Fuel Pressure Release Procedure. 2. Disconnect the negative battery cable. 3. Drain the coolant. Recover the coolant. See Cooling System. 4. Remove the intake manifold. 5. Remove the rocker arms. CAUTION: Keep the valve-lifters in order. You must install the lifters in the original position. 6. Remove the valve lifter guide bolts. 7. Remove the valve lifter guide. 8. Remove the valve lifter. INSTALLATION 1. Install the lifters into their original positions. Coat the valve lifter with GM P/N 1052365 or its equivalent. 2. Install the valve lifter guide. 3. Install the valve lifter guide bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 4. Install the rocker arms. 5. Install the intake manifold. 6. Refill the engine coolant. See Cooling System. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Rocker Arm Assembly > Component Information > Technical Service Bulletins > Engine - Rocker Arm Bolt Tightening Specification Update Rocker Arm Assembly: Technical Service Bulletins Engine - Rocker Arm Bolt Tightening Specification Update File In Section: 06 - Engine/propulsion System Bulletin No.: 02-06-01-034 Date: October, 2002 SERVICE MANUAL UPDATE Subject: Revised Rocker Arm Bolt Fastener Tightening Specification Models: 1996-1998 Buick Skylark 1996-2002 Buick Regal 1997-2002 Buick Century 1996 Chevrolet Beretta, Corsica, Lumina APV 1996-2001 Chevrolet Lumina 1996-2002 Chevrolet Monte Carlo 1997 Chevrolet Venture 1997-2003 Chevrolet Malibu 2000-2002 Chevrolet Impala 1996-1997 Oldsmobile Cutlass Supreme, Silhouette 1996-1998 Oldsmobile Achieve 1998-1999 Oldsmobile Cutlass, Intrigue 1999-2002 Oldsmobile Alero 1996-1997 Pontiac Trans Sport 1996-2003 Pontiac Grand Am, Grand Prix with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) This bulletin is being issued to revise the rocker arm bolt fastener tightening specification found in several procedures in the Engine Mechanical - 3.1L sub-section and the Engine Mechanical - 3.4L sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The correct torque for the rocker arm bolt is 14 N.m (124 lb in) plus 30 degrees. This specification can be found in Fastener Tightening Specifications, Valve Rocker Arm and Push Rod Replacement and Lower Intake Manifold Replacement (for 1996 Chevrolet Beretta/Corsica, 1996-1997 Buick Skylark, Pontiac Grand Am, Oldsmobile Achieva and 1997 Chevrolet Malibu ONLY). DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Rocker Arm Assembly > Component Information > Technical Service Bulletins > Page 2197 Rocker Arm Assembly: Specifications This article has been updated with bulletin No.: 02-06-01-034. Vehicles with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1). REVISED ROCKER ARM BOLT FASTENER TIGHTENING SPECIFICATION Rocker arm bolt ......................................................................................................................................................... 14 Nm (124 in. lb.) plus 30 degrees. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Rocker Arm Assembly > Component Information > Technical Service Bulletins > Page 2198 Rocker Arm Assembly: Service and Repair TOOL REQUIRED ^ J 36660 Torque Angle Meter REMOVAL 1. Disconnect the negative battery cable. 2. Remove the valve rocker covers. CAUTION: Keep the components separated so they may be installed in the same location. 3. Remove the rocker arm bolts. 4. Remove the rocker arm pivot balls. 5. Remove the rocker arms. CAUTION: Keep the pushrods in order so that they can be installed in the original position. 6. Remove the pushrods. INSTALLATION 1. Install the pushrods in their original location. ^ Coat the ends of the pushrods with prelude. Use GM P/N 1052356 or its equivalent. ^ The intake pushrods are marked with yellow stripes and are 5 3/4 inches long. ^ Exhaust pushrods are marked with green stripes and are 6 inches long. ^ Ensure that the pushrods seat in the liner. 2. Install the rocker arms. 3. Install the rocker arm pivot balls. Coat the bearing surfaces of the rocker arms and the pivot balls with prelude. Use GM P/N 1052356 or its equivalent. 4. Install the rocker arm bolts. Tighten the bolts to 14 Nm (124 in. lbs.). Use the Torque Angle Meter in order to tighten the bolts an additional 30 degrees. 5. Install the valve rocker covers. 6. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod Bearing > Component Information > Specifications Connecting Rod Bearing: Specifications Diameter Inside Bearing ....................................................................................................................................................... 50.812-50.850 mm (2.000-2.002 inch) Clearance Bearing ................................................................................................................................................ ................ 0.018-0.062 mm (0.00071-0.0024 inch) Side ..................................................................... ...................................................................................................... 0.18-0.44 mm (0.0071-0.0173 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod Bearing > Component Information > Specifications > Page 2203 Connecting Rod Bearing: Testing and Inspection A damaged or worn connecting rod bearing will produce knock under all speeds. During the early stages of wear, connecting rod noise may be confused with piston slap or loose wrist pins. Connecting rod knock noise increases in volume with engine speed and is at its loudest on deceleration. The following are causes of connecting rod bearing noise: ^ Excessive bearing clearance ^ Worn crankshaft connecting rod journal ^ Thin, diluted or dirty oil and/or filter ^ Low oil pressure ^ Crankshaft connecting rod journals out-of-round ^ Misaligned connecting rod ^ Connecting rod bolts not properly torqued ^ The wrong bearing inserts or misaligned bearing half. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Technical Service Bulletins > Engine - Piston Pin Removal/Installation Revision Connecting Rod: Technical Service Bulletins Engine - Piston Pin Removal/Installation Revision File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-01-002A Date: December, 2002 SERVICE MANUAL UPDATE Subject: Revised Piston Pin Removal/Installation Procedures Models: 1994-96 Buick Regal 1994-98 Buick Skylark 1994-99 Buick Century 1994-96 Chevrolet Beretta, Corsica 1994-99 Chevrolet Lumina 1995-99 Chevrolet Monte Carlo 1997-99 Chevrolet Malibu 1994-96 Oldsmobile Cutlass Cierra 1994-97 Oldsmobile Cutlass Supreme 1994-98 Oldsmobile Achieva 1997-99 Oldsmobile Cutlass 1994-98 Pontiac Grand Am 1994-99 Pontiac Grand Prix with 3.1L Engine (VIN M - RPO L82) This bulletin is being revised to update the models information. Please discard Corporate Number 01-06-01-002 (Section 06-Engines). This bulletin is being issued to revise the piston and rod assembly removal/installation procedures in the Engine Section of the Service Manual. Revised Service Procedure The following steps are provided to assist in the replacement of the piston assemblies. Tools Required ^ J 24086 Connecting Rod Press ^ J 24086-C Piston Pin Remover/Installer ^ Connecting Rod Oven (Rod kiln) Piston and connecting Rod Disassemble Important: Prior to piston/connecting rod removal, mark or identify the piston/connecting rod assembly, and its orientation to the front of the engine, before removal. 1. Remove the pistons from the engine following the instructions found in the Engine Repair Section of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Technical Service Bulletins > Engine - Piston Pin Removal/Installation Revision > Page 2208 Notice: A rod kiln MUST be used during assembly of the connecting rod to the piston. If a connecting rod kiln is not available, seek the assistance of a reputable machine shop with a kiln. Under NO circumstances should an acetylene torch or other uncontrolled heating device be used on connecting rods, as permanent damage to the connecting rod may result. Important: It is not necessary to replace the piston rings, unless they were damaged during the repair process. If the piston rings are to be reused, mark or identify the location/order of the rings as they correspond to location on the piston being serviced. Refer to ring gap placement instructions found in the Engine Repair Section of the Service Manual. 2. Using piston ring pliers, remove the piston rings from the piston. 3. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Technical Service Bulletins > Engine - Piston Pin Removal/Installation Revision > Page 2209 4. Install the piston and connecting rod assembly onto the J 24086-10. 5. Install the J 24086-107 adapter onto the piston pin, and install the J 24086-88A through the J 24086-10 and onto the J 24086-107. Important: The piston and pin are a matched set and are not to be serviced separately 6. Press the piston pin from the piston and connecting rod assembly. Piston and Connecting Rod Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Technical Service Bulletins > Engine - Piston Pin Removal/Installation Revision > Page 2210 1. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. 2. Adjust the J 24086-9 installation pin to the following setting: G-7. Caution: Avoid contact with HOT components. Wear safety glasses and protective heat gloves to avoid personal injury! Notice: Applying excessive heat to the connecting rod may damage or distort the connecting rod or piston. Connecting rod temperatures should not exceed 320°C (612°F). 3. Using a connecting rod kiln heat the piston pin end of the connecting rod to 320°C (612°F). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Technical Service Bulletins > Engine - Piston Pin Removal/Installation Revision > Page 2211 4. Refer to the above illustration. Assemble the piston, the connecting rod, and the J 24086-6A adapter as shown. Insert the piston and connecting rod assembly into the J 24086-10 fixture support assembly. Notice: After the J 24086-9 installation pin bottoms on the J 24086-10 fixture support assembly, do not exceed a pressure of 35,000 kPa (5,000 psi), or damage to the connecting rod press may result. 5. Refer to the above illustration. Install the J 24086-105 (2) onto the piston pin. Position the J 24086-9 (1) though the J 24086-10 fixture support assembly and onto the J 24086-105 (2). 6. Press the J 24086-9 (1) installation pin until it bottoms on the J 24086-10 fixture support assembly. 7. Reinstall the piston rings onto the new piston. Refer to the Engine Repair Section of the Service Manual for proper ring gap positioning. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Technical Service Bulletins > Engine - Piston Pin Removal/Installation Revision > Page 2212 8. Refer to the above illustration. Install the assembled piston and rod assembly into the engine. Verify that the directional arrows on the top of the piston point to the front of the engine. 9. Follow the remaining engine assembly instructions found in the Engine Mechanical Section of the Service Manual. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Specifications > Connecting Rod Dimensions Connecting Rod: Specifications Connecting Rod Dimensions Bore Diameter ........................................................................................................................................................ 53.962-53.984 mm (2.124-2.125 inches) Rod Side Clearance ........................................................................................................................................................ 0.18-0.44 mm (0.007-0.017 inches) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Specifications > Connecting Rod Dimensions > Page 2215 Connecting Rod: Specifications Connecting Rod Nut Connecting Rod Cap Nut ......................................................................................................................................................... 20 Nm +75° (15 ft. lbs.)+75° Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Specifications > Page 2216 Connecting Rod: Description and Operation DESCRIPTION Connecting rods are made of forged steel. Full pressure lubrication is directed to the connecting rods by drilled oil passages from the adjacent main bearing journal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Specifications > Page 2217 Connecting Rod: Testing and Inspection 1. Inspect the connecting rod for bending or twisting. 2. Install the connecting rod cap. Place the connecting rod assembly on a checking fixture and check if it is bent or twisted. 3. Replace the connecting rod if it is bent or twisted. Do not attempt to straighten it. Check the new connecting rods before using them. 4. Inspect the outside of the connecting rod bearing and the I.D. of the connecting rod lower end for wear, indicating high spots in the connecting rod lower end. 5. Inspect the connecting rod bolts for stretching by comparing them with a new bolt. 6. Inspect the upper end for scoring. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Gear/Sprocket > Component Information > Specifications > Crankshaft Gear/Hub Torque Specifications Crankshaft Gear/Sprocket: Specifications Crankshaft Gear/Hub Torque Specifications Balancer Bolt ....................................................................................................................................... .................................................... 103 Nm (76 ft lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Gear/Sprocket > Component Information > Specifications > Crankshaft Gear/Hub Torque Specifications > Page 2222 Crankshaft Gear/Sprocket: Specifications Crankshaft Pully/Hub Torque Specification Crankshaft Balancer Bolt ..................................................................................................................... ................................................... 103 Nm (76 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main Bearing > Component Information > Specifications > Main Bearing Bore Crankshaft Main Bearing: Specifications Main Bearing Bore Bore Diameter ....................................................................................................................................................... 72.155-72.168 mm (2.8407-2.8412 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main Bearing > Component Information > Specifications > Main Bearing Bore > Page 2227 Crankshaft Main Bearing: Specifications Torque Specifications Main Bearing Cap Bolts ....................................................................................................................... .......................................... 50 Nm (37 ft. lbs.) + 77° Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main Bearing > Component Information > Specifications > Main Bearing Bore > Page 2228 Crankshaft Main Bearing: Specifications Main Bearing Dimensions Thrust Bearing Clearance ............................................................................................................................................ 0.032-0.77 mm (0.0012-0.0030 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main Bearing > Component Information > Specifications > Page 2229 Crankshaft Main Bearing: Description and Operation DESCRIPTION Four main bearings support the crankshaft which is retained by bearing caps that are machined with the block for proper alignment and clearances. The main bearing caps are also drilled and tapped for the structural oil pan side bolts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main Bearing > Component Information > Testing and Inspection > Main Bearing Noise Crankshaft Main Bearing: Testing and Inspection Main Bearing Noise 1. Damaged or worn main bearing noise is revealed by dull thuds or knocks which happen on every engine revolution. This noise is loudest when the engine is under heavy load. 2. Excessive crankshaft end play is indicated by an intermittent rap or knock sharper than a worn main bearing. 3. The following-are causes of main bearing noise: ^ Low oil pump pressure ^ Thin, diluted or dirty oil and/or filter ^ Excessive main bearing clearance ^ Excessive crankshaft end play ^ Out-of-round crankshaft journals ^ Excessive belt tension ^ Loose crankshaft pulley ^ Loose flywheel or torque converter ^ Loose main bearing cap ^ Belt pilling Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main Bearing > Component Information > Testing and Inspection > Main Bearing Noise > Page 2232 Crankshaft Main Bearing: Testing and Inspection Selection NOTE: The engine bearings are of the precision insert type. The bearings are available for service use in standard and various undersizes. CAUTION: Do not scrape, shim, or file bearing inserts. If the bearing surface of the insert is touched with bare fingers, the skin oil and acids will etch the bearing surface. 1. Inspect the bearing surfaces for the following conditions: ^ Wear. ^ Gouges. ^ Embedded foreign material. If you find foreign material, determine its nature and source. Inspect the oil pan sludge and residue. ^ Uneven side-to-side wear. If you find uneven wear, check for a bent crankshaft or tapered bearing journals. 2. Inspect the outer surfaces for the following conditions: ^ Wear. Surface wear indicates either movement of the insert or high spots in the surrounding material (spot wear). ^ Overheating or discoloration ^ Looseness or rotation indicated by flattened tangs and wear grooves 3. Inspect the thrust surfaces of the main thrust bearing for the following conditions: ^ Wear ^ Grooving (Grooves are caused by irregularities of the crankshaft thrust surface.) CAUTION: If bearing failure is due to other than normal wear, investigate bearing failure carefully. Inspect the crankshaft or connecting rod and the bearing bores carefully. 4. Inspect the connecting rods or main bearing bores using the following procedure: a. Tighten the bearing cap to specifications. b. Measure the bore for taper and out of round. c. No taper or out of round should exist. 5. Measure the bearing clearance accurately in order to determine the correct replacement insert size. There are two methods to measure bearing clearance. Method A gives more reliable results and is preferred. NOTE: Method A yields measurement from which the bearing clearance can be computed. Method B yields the bearing clearance directly. Method B does not give any indication of bearing run-out. Do not mix inserts of different nominal size in the same bearing bore. 6. Choose a method of bearing clearance measurement. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main Bearing > Component Information > Testing and Inspection > Main Bearing Noise > Page 2233 Crankshaft Main Bearing: Testing and Inspection Measure Bearing Clearance METHOD A In order to measure bearing clearance using Method A, use the following procedure: 1. Measure the journal diameter with a micrometer in several places, approximately 90° apart. Average the measurements. 2. Measure the taper and runout. 3. Install the bearing inserts. Tighten the bearing cap bolts or nuts to specification. CAUTION: The bearing cap must be tightened to specification when the measurement is taken. Measure the connecting rod ID in the same direction as the length of the rod. 4. Measure the ID with an inside micrometer. 5. Select a set of bearing inserts that will produce the desired clearance. 6. If the specified clearances cannot be met, the crankshaft journal must be reconditioned. Install undersized bearing inserts. Replace both bearing shells as a set. METHOD B In order to measure bearing clearance using Method B. use the following procedure: 1. Clean the used bearing inserts. 2. Install the used bearing inserts. 3. Place a piece of gaging plastic across the entire bearing width. CAUTION: In order to prevent the possibility of cylinder block or crankshaft bearing cap damage, the crankshaft bearing caps are tapped into the cylinder block cavity using a brass, lead, or a leather mallet before the attaching bolts are installed. Do not attach the bolts to pull the crankshaft bearing caps into the seats. Failure to observe this information may damage a cylinder block or a bearing cap. 4. Seat the bearing cap carefully by lightly tapping the bearing cap with a suitable tool. 5. Install the bearing cap bolts or nuts. ^ Tighten the main bearing cap bolts evenly to 50 Nm (37 ft. lbs.). ^ Turn the main bearing cap bolts evenly an additional 77°. Use the Torque Angle Meter. ^ Tighten the rod cap nuts evenly to 20 Nm (15 ft. lbs.). ^ Turn the rod cap nuts evenly an additional 75°. Use the Torque Angle Meter. CAUTION: Do not rotate the crankshaft. 6. Remove the bearing cap, leaving the gaging plastic in place. It does not matter whether the gaging plastic adheres to the journal or to the bearing cap. 7. Measure the gaging plastic at its widest point with the scale printed on the gaging plastic package. 8. Remove all traces of the gaging plastic after measuring. 9. Select a set of bearing inserts that will produce the desired clearance. Replace both bearing shells as a set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft, Engine > Component Information > Specifications Crankshaft: Specifications Main Journal Diameter ............................................................................................................................................................ 67.239-67.257 mm (2.6473-2.6483 inch) Taper (max.) ....................................................................... ......................................................................................................... 0.005 mm (0.0002 inch) Out of Round (max.) ....................................................................................................................................... ............................. 0.005 mm (0.0002 inch) End Play ......................................................................... ........................................................................................... 0.06-0.21 mm (0.0024-0.0083 inch) Flange Run-out (max.) ......................................................................................................................... .......................................... 0.04 mm (0.0016 inch) Crankpin Diameter ............................................................................................................................................................ 50.768-50.784 mm (1.9987-1.9994 inch) Taper (max.) ....................................................................... ......................................................................................................... 0.005 mm (0.0002 inch) Out of Round (max.) ....................................................................................................................................... ............................ 0.005 mm (0.0002 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft, Engine > Component Information > Specifications > Page 2237 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft, Engine > Component Information > Specifications > Page 2238 Crankshaft: Description and Operation DESCRIPTION The crankshaft is cast nodular iron with deep rolled fillets on all six crankpins and all four main journals. Four steel-backed aluminum bearings are used, with the #3 bearing being the end-thrust bearing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft, Engine > Component Information > Specifications > Page 2239 Crankshaft: Testing and Inspection 1. Clean the crankshaft of the following elements: ^ Oil ^ Sludge ^ Carbon 2. Probe the oil passages for obstructions. 3. Inspect the keyway for nicks or wear. 4. Inspect the threads. CAUTION: If cracks, severe gouges or burned spots are found, the crankshaft must be replaced. Slight roughness may be removed with a fine polishing cloth soaked in clean engine oil. Burrs may be removed with a fine oil stone. 5. Inspect the bearing journals and thrust surfaces for the following conditions: ^ Cracks ^ Chips ^ Gouges ^ Roughness ^ Grooves ^ Overheating (discoloration) 6. Inspect the corresponding bearing inserts for embedded foreign material and determine its source. CAUTION: Note the location of main bearing high spots. If they are not in line, the crankshaft is bent and must be replaced. 7. Measure the crankshaft journals. Use a micrometer in order to measure taper and out-of-round. If the readings are within specifications, note the results for later selection of bearing inserts. If the crankshaft journal are not within limits, replace the crankshaft. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater > Component Information > Specifications > Electrical Specifications Engine Block Heater: Electrical Specifications Volts AC ............................................................................................................................................... .............................................................................120 Watts ................................................................................................................................................... ...............................................................................400 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater > Component Information > Specifications > Electrical Specifications > Page 2244 Engine Block Heater: Mechanical Specifications Engine Coolant Heater to Coolant Pump - 2.4L ............................................................................................................................................15 N.m (11 lb ft) Engine Coolant Heater to Engine Block - 3.1L ..............................................................................................................................................2 N.m (18 lb in) Transaxle Brace to Engine Block - 3.1L .......................................................................................................................................................54 N.m (40 lb ft) Transaxle Brace to Transaxle - 3.1L .............................................................................. ...............................................................................54 N.m (40 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater > Component Information > Service Precautions > Technician Safety Information Engine Block Heater: Technician Safety Information CAUTION: ^ This vehicle is equipped with Supplemental Inflatable Restraint (SIR). Refer to Service Precautions / Air Bags (Supplemental Restraint Systems) before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater > Component Information > Service Precautions > Technician Safety Information > Page 2247 Engine Block Heater: Vehicle Damage Warnings NOTE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. General Motors will call out those fasteners that require a replacement after removal. General Motors will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater > Component Information > Service Precautions > Page 2248 Engine Block Heater: Application and ID Volts AC ............................................................................................................................................... .............................................................................120 Watts ................................................................................................................................................... ...............................................................................400 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater > Component Information > Service Precautions > Page 2249 Engine Block Heater: Description and Operation The optional engine coolant heater is used to preheat engine coolant for cold weather starting. The heating element is installed into the water jacket of the engine block for the 3.1L, or in the coolant pump housing for the 2.4L. The unit has a detachable electrical cord. If the heater fails to operate, check cord, connections, and power supply before replacing the heating element. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater > Component Information > Service Precautions > Page 2250 Engine Block Heater: Testing and Inspection If the engine coolant heater fails to heat the coolant, check all electrical connections before proceeding. ^ Check for 110 volt AC external power source. ^ Check continuity and shorts to ground of engine block heater cord. Replace cord as required. ^ The heating element should indicate continuity with an ohmmeter. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater > Component Information > Service Precautions > Page 2251 Engine Block Heater: Service and Repair Engine Coolant Heater Engine Coolant Heater Cord Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater > Component Information > Service Precautions > Page 2252 Engine Coolant Heater Cord Storage REMOVE OR DISCONNECT 1. Drain coolant. 2. Raise vehicle. 3. Right splash shield. 4. Transaxle brace. 5. Electrical cord from engine coolant heater. 6. Engine coolant heater. If not originally equipped with an engine coolant heater: ^ Carefully tap the coolant jacket plug near its outer edge, causing it to rotate out of the hole. Important ^ Do not score the machined surface of the hole. Grasp coolant jacket plug with pliers and pull to remove. ^ Remove burrs or rough surfaces. Clean ^ Coolant jacket opening. Engine Coolant Heater INSTALL OR CONNECT 1. Engine coolant heater. Tighten Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater > Component Information > Service Precautions > Page 2253 ^ Bolt to 2 N.m (18 lb in). 2. Heater cord to the engine coolant heater. Important ^ Cord must not contact hot surfaces or any moving parts. 3. Transaxle brace. Tighten ^ Bolts to engine block 54 N.m (40 lb ft). ^ Bolts to transaxle 54 N.m (40 lb ft). 4. Right splash shield. 5. Lower vehicle. 6. Fill coolant system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Front Engine Plate > Component Information > Specifications Front Engine Plate: Specifications Large Bolt ............................................................................................................................................ ..................................................... 47 Nm (35 ft. lbs.) Small Bolt ......................................................... ........................................................................................................................................ 21 Nm (15 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Front Engine Plate > Component Information > Specifications > Page 2257 Front Engine Plate: Testing and Inspection 1. Clean the mating surfaces on the engine front cover. 2. Inspect the water pump shaft for looseness. 3. Inspect the water pump vanes for damage. 4. Inspect the front cover oil seal for damage. 5. Inspect the front cover for cracks or nicks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Front Engine Plate > Component Information > Service and Repair > Overhaul Front Engine Plate: Service and Repair Overhaul TOOL REQUIRED ^ J 35468 Oil Seal Installer DISASSEMBLE 1. Remove the water pump pulley bolts. 2. Remove the water pump pulley. 3. Remove the water pump bolts. 4. Remove the water pump. 5. Remove the water pump gasket. 6. Remove the crankshaft position sensor screws. 7. Remove the crankshaft position sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Front Engine Plate > Component Information > Service and Repair > Overhaul > Page 2260 8. Using a suitable tool, pry out the front cover oil seal. ASSEMBLE 1. Install the front cover oil seal using the Oil Seal Installer. 2. Install the crankshaft position sensor. 3. Install the crankshaft position sensor screws. Tighten the crankshaft position sensor screws to 10 Nm (89 inch lbs.). 4. Install the water pump gasket. 5. Install the water pump. 6. Install the water pump bolts. Tighten the water pump bolts to 10 Nm (89 inch lbs.). 7. Install the water pump pulley. 8. Install the water pump pulley bolts. Tighten the water pump pulley bolts to 25 Nm (18 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Front Engine Plate > Component Information > Service and Repair > Overhaul > Page 2261 Front Engine Plate: Service and Repair Replacement TOOL REQUIRED ^ J 28467-360 Engine Support Fixture REMOVAL 1. Disconnect the negative battery cable. 2. Drain the cooling system. See Cooling System. 3. Install the Engine Support Fixture. 4. Remove the engine mount assembly. 5. Remove the engine mount bracket support. 6. Remove the drive belt. 7. Remove the power steering pump. See Steering and Suspension. 8. Loosen the top two A/C compressor bolts. 9. Raise the vehicle. Support the vehicle. 10. Remove the right front tire and wheel assembly. 11. Remove the right front splash shield. See Body and Frame. 12. Remove the flywheel inspection cover. 13. Remove the crankshaft balancer. 14. Remove the drive belt tensioner. 15. Remove the right wheel speed sensor connector and the wire harness from the suspension support. 16. Remove the right ball joint. See Steering and Suspension. 17. Remove the right stabilizer shaft from the right suspension support and the right control arm. 18. Remove the right suspension support. See Steering and Suspension. 19. Remove the A/C compressor to oil pan bolts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Front Engine Plate > Component Information > Service and Repair > Overhaul > Page 2262 20. Remove the oil filter. 21. Remove the oil filter adapter. 22. Remove the engine to transmission brace. See Transmission and Drivetrain. 23. Drain the engine oil. 24. Remove the starter motor. See Starting and Charging. 25. Remove the oil pan. 26. Remove the crankshaft sensor. 27. Remove the lower front cover bolts. 28. Lower the vehicle. 29. Remove the coolant bypass to the coolant pump and the manifold. See Cooling System. 30. Remove the radiator hose to the coolant outlet housing. 31. Remove the front cover bolts. 32. Remove the front cover. 33. Remove the front cover oil seal. 34. Clean the mating surfaces of the following items: a. The front cover b. The oil pan Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Front Engine Plate > Component Information > Service and Repair > Overhaul > Page 2263 c. The cylinder block 35. Clean the sealing surfaces with degreaser. INSTALLATION 1. Install the front cover gasket. Do not damage the sealing surfaces. 2. Apply sealer to both sides of the lower tabs of the front cover gasket. Use GM RTV sealer GM P/N 1052080 or its equivalent. 3. Install the front cover oil seal. 4. Place the front cover on the engine. 5. Install the upper two front cover bolts. Tighten the bolts to 21 Nm (15 ft. lbs.). 6. Install the radiator hose to the coolant housing. 7. Install the coolant by pass pipe to the coolant pump and the manifold. See Cooling System. 8. Raise the vehicle. Support the vehicle. 9. Install the lower front cover bolts. ^ Tighten the small bolts (1) to 21 Nm (15 ft. lbs.). ^ Tighten the large bolts (2) to 47 Nm (35 ft. lbs.). 10. Install the crankshaft sensor. 11. Install the oil pan. 12. Install the starter motor. See Starting and Charging. 13. Install the engine to transmission brace. See Transmission and Drivetrain. 14. Install the oil filter adapter. 15. Install the oil filter. 16. Install the A/C compressor to the oil pan bolts. 17. Install the right suspension support. See Steering and Suspension. 18. Install the stabilizer shaft to the right suspension support and the control arm. 19. Install the right ball joint. See Steering and Suspension. 20. Install the right wheel speed sensor connector and the wire harness to the suspension support. 21. Install the drive belt tensioner. 22. Install the crankshaft balancer. 23. Install the flywheel inspection cover. 24. Install the right splash shield. See Body and Frame. 25. Install the right front tire and wheel assembly. 27. Install the A/C compressor top bolts. 28. Install the power steering pump. See Steering and Suspension. 29. Install the drive belt. 30. Install the engine mount bracket support and bolts. ^ Tighten the 8 mm bolts to 20 Nm (15 ft. lbs.). ^ Tighten the 12 mm bolts to 40 Nm (30 ft. lbs.). 31. Install the engine mount assembly. 32. Remove the engine support fixture. 33. Fill the cooling system. See Cooling System. 34. Fill the oil. 35. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Harmonic Balancer Crankshaft Pulley > Component Information > Specifications Harmonic Balancer - Crankshaft Pulley: Specifications Balancer Bolt ....................................................................................................................................... .................................................... 103 Nm (76 ft lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Harmonic Balancer Crankshaft Pulley > Component Information > Specifications > Page 2267 Harmonic Balancer - Crankshaft Pulley: Service and Repair TOOL REQUIRED ^ J 24420-B Crankshaft Balancer Remover ^ J 29113 Crankshaft Balancer Installer CAUTION: The inertial weight section of the balancer is assembled to the hub with a rubber type material. The correct removal procedure must be followed or movement of the inertial weight section of the hub will destroy the tuning of the balancer. REMOVAL 1. Disconnect the negative battery cable. 2. Remove the drive belt. 3. Raise the vehicle. Support the vehicle. 4. Remove the right front tire and wheel assembly. 5. Remove the right splash shield. See Body and Frame. 6. Remove the transmission converter cover. 7. Remove the balancer retaining bolt. Have an assistant keep the flywheel from turning. 8. Install the Crankshaft Balancer Remover on the balancer. 9. Turn the puller screw. 10. Remove the balancer. INSTALLATION 1. Coat the front cover seal contact area with engine oil. 2. Apply sealant to the crankshaft key. Apply sealant to the crankshaft keyway. Use GM RTV sealant P/N 1052917 or its equivalent. 3. Place the balancer into position over the key in the crankshaft. 4. Install the Crankshaft Balancer Installer onto the crankshaft. 5.Pull the balancer into position. 6. Remove the Crankshaft Balancer Installer from the balancer. 7. Install the balancer retaining bolt. Have an assistant keep the flywheel from turning. Tighten the bolt to 103 Nm (76 ft. lbs.). 8. Install the transmission converter cover. 9. Install the right splash shield. See Body and Frame. 10. Install the right tire and wheel assembly. 11. Lower the vehicle. 12. Install the drive belt. 13. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > Customer Interest: > 57-61-24A > Jun > 98 > Engine - Tick or Rattle After Start-Up Piston: Customer Interest Engine - Tick or Rattle After Start-Up File In Section: 6 - Engine Bulletin No.: 57-61-24A Date: June, 1998 Subject: Cold Engine Tick or Rattle After Start-up (Replace Piston/Pin Assembly) Models: 1994-95 Buick Regal 1994-97 Buick Skylark 1994-98 Buick Century 1994-95 Chevrolet Beretta, Corsica, Lumina, Monte Carlo 1996-98 Chevrolet Venture 1997-98 Chevrolet Malibu 1993-97 Oldsmobile Cutlass Supreme 1994-96 Oldsmobile Cutlass Ciera 1994-97 Oldsmobile Achieva 1996-98 Oldsmobile Silhouette 1997-98 Oldsmobile Cutlass 1994-98 Pontiac Grand Am, Grand Prix 1996-98 Pontiac Trans Sport with 3100, 3400 V6 Engine (VINs M, E - RPOs L82, LA1) This bulletin is being revised to expand the model year coverage, add the 3400 V6 Engine applications and arts information. Also, the Cause statement has been changed. Please discard Corporate Service Bulletin 57-61-24 (Section 6 - Engine). Condition Some customers may comment on a ticking type noise that begins shortly after cold engine start-up and gradually diminishes as the engine warms up. In most cases, the noise is gone after five (5) minutes. In severe cases, the noise may not disappear when the engine is hot. Cause Under normal design tolerances when the piston pin bore is produced at the maximum tolerance and the piston pin is produced at the minimum tolerance (min-max tolerance) trace noise levels can occur. This level of noise does not affect the reliability or durability of the product. Correction If piston-to-pin noise is detected and the customer desires the condition to be corrected, replace all six pistons with pin assemblies. The new piston sets have a minimal piston-to-pin clearance. Remember, piston-to-pin noise occurs in both park and drive at engine idle rpm and it varies in intensity depending on the number of pistons involved. A ticking sound means one piston is affected whereas a rattle or diesel type sound indicates more than one piston affected. The following should also be checked: 1. On W-Cars, make sure the right side engine splash shield is not contacting the engine crankshaft balancer. This condition usually happens cold and is caused by the shield curling when cold. 2. Reference Service Bulletin 57-71-06 for transmission rattle noise often confused for engine rattle noise. 3. Reference Service Bulletin 47-61-36 for Accessory Drive Belt Tensioner noise. 4. Check cylinder bore diameter and piston diameter as outlined in the Service Manual. Important: Excessive cylinder bore to piston diameter clearance can cause a similar type noise. Use the procedure in the appropriate Service Manual for piston replacement. Notice: When installing the new piston and pin assembly onto the existing rods, use extreme care to avoid damage to either the pin or piston bore. If damage to these areas occurs, the noise will return because the damage will cause wear and excessive clearance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > Customer Interest: > 57-61-24A > Jun > 98 > Engine - Tick or Rattle After Start-Up > Page 2276 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time J1307 Piston, Rod Use published labor and/or Rings operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-06-01-010B > Feb > 03 > Engine - Polymer Coated Service Pistons Piston: All Technical Service Bulletins Engine - Polymer Coated Service Pistons File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-01-010B Date: February, 2003 INFORMATION Subject: Polymer Service Pistons Models: 1996 Buick Regal 1996-98 Buick Skylark 1996-99 Buick Century 1996 Chevrolet Beretta, Corsica 1996-99 Chevrolet Lumina, Monte Carlo 1997-99 Chevrolet Malibu 1996-98 Oldsmobile Achieva 1997-99 Oldsmobile Cutlass 1996-98 Pontiac Grand Am 1996-99 Pontiac Grand Prix with 3.1 L Engine (VIN M - RPO L82) This bulletin is being revised to clarify the models and parts information. Please discard Corporate Bulletin Number 01-06-01-O1OA (Section 06 - Engine). A service piston with a polymer coated piston skirt is available for the above engine. Polymer pistons should be used in these applications any time piston replacement is necessary. Notice: Do not install pistons in model years other than listed in the parts table below. Damage to the piston, cylinder block or cylinder head may occur if the wrong piston is installed. Refer to Corporate Service Bulletin Number 01-06-01-002 for revised piston pin installation procedure. Parts Information Parts are currently available from GMSPO. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision Piston: All Technical Service Bulletins Engine - Piston Pin Removal/Installation Revision File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-01-002A Date: December, 2002 SERVICE MANUAL UPDATE Subject: Revised Piston Pin Removal/Installation Procedures Models: 1994-96 Buick Regal 1994-98 Buick Skylark 1994-99 Buick Century 1994-96 Chevrolet Beretta, Corsica 1994-99 Chevrolet Lumina 1995-99 Chevrolet Monte Carlo 1997-99 Chevrolet Malibu 1994-96 Oldsmobile Cutlass Cierra 1994-97 Oldsmobile Cutlass Supreme 1994-98 Oldsmobile Achieva 1997-99 Oldsmobile Cutlass 1994-98 Pontiac Grand Am 1994-99 Pontiac Grand Prix with 3.1L Engine (VIN M - RPO L82) This bulletin is being revised to update the models information. Please discard Corporate Number 01-06-01-002 (Section 06-Engines). This bulletin is being issued to revise the piston and rod assembly removal/installation procedures in the Engine Section of the Service Manual. Revised Service Procedure The following steps are provided to assist in the replacement of the piston assemblies. Tools Required ^ J 24086 Connecting Rod Press ^ J 24086-C Piston Pin Remover/Installer ^ Connecting Rod Oven (Rod kiln) Piston and connecting Rod Disassemble Important: Prior to piston/connecting rod removal, mark or identify the piston/connecting rod assembly, and its orientation to the front of the engine, before removal. 1. Remove the pistons from the engine following the instructions found in the Engine Repair Section of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2286 Notice: A rod kiln MUST be used during assembly of the connecting rod to the piston. If a connecting rod kiln is not available, seek the assistance of a reputable machine shop with a kiln. Under NO circumstances should an acetylene torch or other uncontrolled heating device be used on connecting rods, as permanent damage to the connecting rod may result. Important: It is not necessary to replace the piston rings, unless they were damaged during the repair process. If the piston rings are to be reused, mark or identify the location/order of the rings as they correspond to location on the piston being serviced. Refer to ring gap placement instructions found in the Engine Repair Section of the Service Manual. 2. Using piston ring pliers, remove the piston rings from the piston. 3. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2287 4. Install the piston and connecting rod assembly onto the J 24086-10. 5. Install the J 24086-107 adapter onto the piston pin, and install the J 24086-88A through the J 24086-10 and onto the J 24086-107. Important: The piston and pin are a matched set and are not to be serviced separately 6. Press the piston pin from the piston and connecting rod assembly. Piston and Connecting Rod Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2288 1. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. 2. Adjust the J 24086-9 installation pin to the following setting: G-7. Caution: Avoid contact with HOT components. Wear safety glasses and protective heat gloves to avoid personal injury! Notice: Applying excessive heat to the connecting rod may damage or distort the connecting rod or piston. Connecting rod temperatures should not exceed 320°C (612°F). 3. Using a connecting rod kiln heat the piston pin end of the connecting rod to 320°C (612°F). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2289 4. Refer to the above illustration. Assemble the piston, the connecting rod, and the J 24086-6A adapter as shown. Insert the piston and connecting rod assembly into the J 24086-10 fixture support assembly. Notice: After the J 24086-9 installation pin bottoms on the J 24086-10 fixture support assembly, do not exceed a pressure of 35,000 kPa (5,000 psi), or damage to the connecting rod press may result. 5. Refer to the above illustration. Install the J 24086-105 (2) onto the piston pin. Position the J 24086-9 (1) though the J 24086-10 fixture support assembly and onto the J 24086-105 (2). 6. Press the J 24086-9 (1) installation pin until it bottoms on the J 24086-10 fixture support assembly. 7. Reinstall the piston rings onto the new piston. Refer to the Engine Repair Section of the Service Manual for proper ring gap positioning. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2290 8. Refer to the above illustration. Install the assembled piston and rod assembly into the engine. Verify that the directional arrows on the top of the piston point to the front of the engine. 9. Follow the remaining engine assembly instructions found in the Engine Mechanical Section of the Service Manual. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 57-61-24A > Jun > 98 > Engine Tick or Rattle After Start-Up Piston: All Technical Service Bulletins Engine - Tick or Rattle After Start-Up File In Section: 6 - Engine Bulletin No.: 57-61-24A Date: June, 1998 Subject: Cold Engine Tick or Rattle After Start-up (Replace Piston/Pin Assembly) Models: 1994-95 Buick Regal 1994-97 Buick Skylark 1994-98 Buick Century 1994-95 Chevrolet Beretta, Corsica, Lumina, Monte Carlo 1996-98 Chevrolet Venture 1997-98 Chevrolet Malibu 1993-97 Oldsmobile Cutlass Supreme 1994-96 Oldsmobile Cutlass Ciera 1994-97 Oldsmobile Achieva 1996-98 Oldsmobile Silhouette 1997-98 Oldsmobile Cutlass 1994-98 Pontiac Grand Am, Grand Prix 1996-98 Pontiac Trans Sport with 3100, 3400 V6 Engine (VINs M, E - RPOs L82, LA1) This bulletin is being revised to expand the model year coverage, add the 3400 V6 Engine applications and arts information. Also, the Cause statement has been changed. Please discard Corporate Service Bulletin 57-61-24 (Section 6 - Engine). Condition Some customers may comment on a ticking type noise that begins shortly after cold engine start-up and gradually diminishes as the engine warms up. In most cases, the noise is gone after five (5) minutes. In severe cases, the noise may not disappear when the engine is hot. Cause Under normal design tolerances when the piston pin bore is produced at the maximum tolerance and the piston pin is produced at the minimum tolerance (min-max tolerance) trace noise levels can occur. This level of noise does not affect the reliability or durability of the product. Correction If piston-to-pin noise is detected and the customer desires the condition to be corrected, replace all six pistons with pin assemblies. The new piston sets have a minimal piston-to-pin clearance. Remember, piston-to-pin noise occurs in both park and drive at engine idle rpm and it varies in intensity depending on the number of pistons involved. A ticking sound means one piston is affected whereas a rattle or diesel type sound indicates more than one piston affected. The following should also be checked: 1. On W-Cars, make sure the right side engine splash shield is not contacting the engine crankshaft balancer. This condition usually happens cold and is caused by the shield curling when cold. 2. Reference Service Bulletin 57-71-06 for transmission rattle noise often confused for engine rattle noise. 3. Reference Service Bulletin 47-61-36 for Accessory Drive Belt Tensioner noise. 4. Check cylinder bore diameter and piston diameter as outlined in the Service Manual. Important: Excessive cylinder bore to piston diameter clearance can cause a similar type noise. Use the procedure in the appropriate Service Manual for piston replacement. Notice: When installing the new piston and pin assembly onto the existing rods, use extreme care to avoid damage to either the pin or piston bore. If damage to these areas occurs, the noise will return because the damage will cause wear and excessive clearance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 57-61-24A > Jun > 98 > Engine Tick or Rattle After Start-Up > Page 2295 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time J1307 Piston, Rod Use published labor and/or Rings operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > All Other Service Bulletins for Piston: > 73-81-52 > Nov > 97 > Lights - Park Lamps Stay ON With Headlamp Switch OFF Combination Switch: All Technical Service Bulletins Lights - Park Lamps Stay ON With Headlamp Switch OFF File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-52 Date: November, 1997 Subject: Park Lamps Stay On with Headlamp Switch in "OFF" Position (Replace Multifunction Switch) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on one of the following: 1. The radio or cluster illumination dims with actuation of the turn signal lever. 2. The park lamps will not turn off. 3. The park lamps come on by themselves. 4. The battery goes dead. Cause The park lamp contact may not cross the switch gap, resulting in park lamps remaining on. Correction To verity this condition, the concern can usually be duplicated by turning the headlamp switch off very slowly with light pressure. Then, actuate the turn signal for a right turn and the park lamps may come on. If the concern can not be duplicated in this manner, a visual check can be done to see if the contact crosses the gap or stops on or near the gap. Looking at the back of the switch body, follow the park lamp circuit terminals 31 and 32 down to the switch grid. The park lamp contact can be seen through the gap between these two sections of the switch grid. If the contact dimple does not cross the gap but rests in the gap when the switch is turned to the "OFF" position, the described condition exists. If the condition exists, replace the multifunction switch, P/N 22602262. Refer to "Multifunction Switch" in the Service Manual. Parts Information The supplier implemented an improved sorting process in April, 1997 while tool modifications were being made. The date code is located on the top surface of the switch body lust above the headlamp connector. The supplier Z code (Z0191) is stamped on the part just above the date code. The date code begins with a "6" or "7" for the year followed by the Julian date which is followed by two additional digits indicating tester information. Date codes prior to 7093XX are suspect. P/N Description 22602262 Multifunction Switch Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time N2355 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > Page 2306 Piston: Specifications Piston Diameter [1] ....................................................................................................................................................... 12 mm Below Center Line Of Piston Pin Bore ...................................................................................................................................................... 88.974-89.001 mm (3.5029-3.5040 inch) Clearance ......................................................................................................................................................... 0.032-0.068 mm (0.0013-0.0027 inch) Pin Bore Clearance ...................................................................................................................................... 23.006-23.013 mm (0.9057-0.9060 inch) [1] Gaged on skirt Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Technical Service Bulletins > Page 2307 Piston: Description and Operation DESCRIPTION The pistons are cast aluminum using two compression rings and one oil control ring. The piston pin is offset 0.800 mm (0.031 inch) towards the major thrust side. This allows a gradual change in thrust pressure against the cylinder wall as the piston travels its path. Pins are chromium steel and have a floating fit in the pistons. They are retained in the connecting rods by a press fit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Testing and Inspection > Abnormal Noise Piston: Testing and Inspection Abnormal Noise Piston pin, piston, and connecting rod noise are hard to separate. A loose piston pin, for example, causes a sharp double knock usually heard when the engine is idling, or during sudden acceleration then deceleration of the engine. A piston pin that has been improperly fitted will emit a light ticking noise that is more noticeable with no load on the engine. Excessive piston-to-cylinder bore clearance will cause piston slap noise. The noise is similar to a metallic knock, as if the piston were "slapping" the cylinder wall during its stroke. As with most engine noise, understanding the cause of the noise will help you imagine what the noise sounds like. An indication of piston slap is a decrease in noise as the engine warms up. When the engine is cold, the piston to bore clearance is greater and piston slap will be louder. The following are causes of piston noise: ^ Worn or loose piston pin or bushing ^ Improper fit of the pin ^ Excessive piston-to-cylinder bore clearance ^ Lack of lubrication ^ Carbon deposits on top of the piston striking cylinder head ^ Worn or broken piston ring land ^ Broken or cracked piston ^ Misaligned connecting rods ^ Worn or damaged rings ^ Excessive ring land clearance ^ Insufficient ring-end gap clearance ^ Piston 180° out of position ^ Incorrect piston cam grind Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Testing and Inspection > Abnormal Noise > Page 2310 Piston: Testing and Inspection Inspection 1. Clean the sludge and carbon from the following parts: ^ The piston ^ The piston pin ^ The connecting rod WARNING: Bodily injury may occur if the carburetor cleaning fluid is exposed to the skin or If the fumes are inhaled. NOTE: It is essential that the piston ring grooves are cleaned of carbon to the bare metal. 2. Clean the varnish from the piston pin by soaking it in carburetor cleaning solution. CAUTION: Do not scrape the piston skirt. 3. Inspect the connecting rod for bending or twisting. 4. Install the connecting rod cap. 5. Place the connecting rod assembly on a checking fixture and check for bending or twisting. 6. Do not attempt to straighten the connecting rod. The connecting rods should not be bent more than 0.18 mm (0.007 inches) for every 76.2 mm (3.00 inches) of rod length. The connecting rods should not be twisted more than 0.038 mm (0.0015 inches) for every 25.4 mm (1.00 inches) of rod length. Replace it, if it is bent or twisted. 7. Check new connecting rods before using them. 8. Inspect the outside of the connecting rod bearing and the ID of the connecting rod lower end for wear indicating high spots in the connecting rod lower end. 9. Inspect the upper end for scoring. 10. Inspect the piston pin for the following conditions: ^ Scoring ^ Galling caused by improper installation ^ Fit in the connecting rod and piston 11. Inspect the piston for the following conditions: ^ Scoring of the skirt ^ Cracks ^ Broken ring groove lands ^ Wear CAUTION: When fitting pistons, both the piston and the cylinder bore condition must be considered together. Production and service pistons have the same nominal weight and can be intermixed without affecting engine balance. If necessary, used pistons may be fitted selectively to any cylinder of the engine, providing they are in good condition and the same weight. Do not cut oversize pistons down or engine balance will be affected. Finish hone when selecting the piston. 12. Measure the piston diameter. When measuring piston for size or taper, measurement must be made as shown with the piston pin removed. If worn or damaged, replace with a standard or oversize piston. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Testing and Inspection > Abnormal Noise > Page 2311 13. Measure the cylinder bore, with a telescoping gauge. If worn beyond specifications, rebore and hone to size. 14. Subtract the piston diameter from the cylinder bore diameter in order to determine the piston-to-bore clearance. 15. Compare the piston-to-bore clearance with specifications in order to determine if the clearance is in acceptable range. 16. If a used piston is not acceptable, check the service piston sizes and determine if a new piston can be selected. Service pistons are available in standard, and several oversizes. 17. If the cylinder bore must be reconditioned, measure the new piston diameter then hone the cylinder bore to the correct clearance. 18. Select the new piston and mark the piston in order to identify the cylinder for which it was fitted. 19. Measure the piston pin bore diameter with an inside micrometer. 20. Measure the piston pin diameter with a micrometer. 21. Subtract the piston pin bore diameter from the piston pin diameter in order to determine the clearance. 22. Compare the clearance with specifications in order to determine if clearance is in an acceptable range. Replace the piston assembly if it is not acceptable. CAUTION: Do not reuse piston rings. Fit rings in order to match the cylinder they will be used in. 23. Place the piston into the cylinder at the bottom of the ring travel. 24. Place a piston ring on top of the piston. 25. Back off the piston. 26. Measure the ring gap. If the gap is below specification, increase the gap by carefully filing off excess material. CAUTION: Do not attempt to cut the ring groove, although high spots in the ring groove may be cleaned up by the careful use of a point file. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Testing and Inspection > Abnormal Noise > Page 2312 27. Measure the piston ring side clearance. 28. Roll the piston ring around the groove in which it is to be installed, and measure the side clearance. If the ring is too thick, try another ring. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Service and Repair > Piston & Rod Assembly Piston: Service and Repair Piston & Rod Assembly TOOL REQUIRED ^ J 8037 Universal Piston Ring Compressor ^ J 36660 Torque Angle Meter REMOVAL 1. Depressurize the fuel system. See Fuel Pressure Release Procedure. 2. Disconnect the negative battery cable. 3. Drain the cooling system. Recover the cooling system. See Cooling System. 4. Remove the cylinder head. 5. Remove the oil pan. 6. Mark the piston with the number of the cylinder from which it is being removed. 7. Mark the connecting rod and the rod cap so that they can be assembled correctly. 8. Turn the crankshaft to bottom dead center. 9. Clean the carbon from the top end of the cylinder. 10. Remove the connecting rod cap. INSTALLATION 1. Lubricate the cylinder wall. Lubricate the piston rings. Use clean engine oil. 2. Turn the crankshaft to bottom dead center. 3. Install the connecting rod stud-thread protector. CAUTION: Guide the lower connecting rod end carefully to avoid damaging the crankshaft journal. 4. Install the Universal Piston Ring Compressor. CAUTION: Ensure that the arrow on the top of the piston faces towards the front of the engine. 5. Install the piston and connecting rod assembly. 6. Remove the thread protectors. 7. Install the connecting rod bearing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Service and Repair > Piston & Rod Assembly > Page 2315 CAUTION: Carefully tap the bearing cap into place with a suitable tool. Do not pull the cap down with the cap bolts or nuts. 8. Seat the bearing caps. 9. Install the rod bearing cap nuts. Tighten the rod cap nuts to 20 Nm (15 ft. lbs.). Use the Torque Angle Meter in order to tighten the nuts an additional 75 degrees. 10. Check the connecting rod for binding. Pry the rod back and forth with a suitable tool. Loosen the bearing cap if the rod binds. Retighten the bearing cap. 11. Install the oil pan. 12. Install the cylinder head. 13. Fill the cooling system. See Cooling System. 14. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Service and Repair > Piston & Rod Assembly > Page 2316 Piston: Service and Repair Piston Pin Removal This article has been updated with bulletin No.: 01-06-01-002A. REVISED PISTON PIN REMOVAL/INSTALLATION PROCEDURES TOOLS REQUIRED: ^ J 24086 Connecting Rod Press ^ J 24086-C Piston Pin Remover/Installer ^ Connecting Rod Oven (Rod kiln) PISTON AND CONNECTING ROD DISASSEMBLE IMPORTANT: Prior to piston/connecting rod removal, mark or identify the piston/connecting rod assembly, and its orientation to the front of the engine, before removal. 1. Remove the pistons from the engine following the instructions found in the Engine Repair Section of the Service Manual. NOTICE: A rod kiln MUST be used during assembly of the connecting rod to the piston. If a connecting rod kiln is not available, seek the assistance of a reputable machine shop with a kiln. Under NO circumstances should an acetylene torch or other uncontrolled heating device be used on connecting rods, as permanent damage to the connecting rod may result. IMPORTANT: It is not necessary to replace the piston rings, unless they were damaged during the repair process. If the piston rings are to be reused, mark or identify the location/order of the rings as they correspond to location on the piston being serviced. 2. Using piston ring pliers, remove the piston rings from the piston. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Service and Repair > Piston & Rod Assembly > Page 2317 3. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. 4. Install the piston and connecting rod assembly onto the J 24086-10. 5. Install the J 24086-107 adapter onto the piston pin, and install the J 24086-88A through the J 24086-10 and onto the J 24086-107. IMPORTANT: The piston and pin are a matched set and are not to be serviced separately Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Service and Repair > Piston & Rod Assembly > Page 2318 6. Press the piston pin from the piston and connecting rod assembly. PISTON AND CONNECTING ROD ASSEMBLY 1. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. 2. Adjust the J 24086-9 installation pin to the following setting: G-7. CAUTION: Avoid contact with HOT components. Wear safety glasses and protective heat gloves to avoid personal injury! NOTICE: Applying excessive heat to the connecting rod may damage or distort the connecting rod or piston. Connecting rod temperatures should not exceed 320°C (612°F). 3. Using a connecting rod kiln heat the piston pin end of the connecting rod to 320°C (612°F). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Service and Repair > Piston & Rod Assembly > Page 2319 4. Assemble the piston, the connecting rod, and the J 24086-6A adapter as shown. Insert the piston and connecting rod assembly into the J 24086-10 fixture support assembly. NOTICE: After the J 24086-9 installation pin bottoms on the J 24086-10 fixture support assembly, do not exceed a pressure of 35,000 kPa (5,000 psi), or damage to the connecting rod press may result. 5. Install the J 24086-105 (2) onto the piston pin. Position the J 24086-9 (1) though the J 24086-10 fixture support assembly and onto the J 24086-105 (2). 6. Press the J 24086-9 (1) installation pin until it bottoms on the J 24086-10 fixture support assembly. 7. Reinstall the piston rings onto the new piston. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Service and Repair > Piston & Rod Assembly > Page 2320 8. Install the assembled piston and rod assembly into the engine. Verify that the directional arrows on the top of the piston point to the front of the engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > Customer Interest: > 57-61-24A > Jun > 98 > Engine Tick or Rattle After Start-Up Piston Pin: Customer Interest Engine - Tick or Rattle After Start-Up File In Section: 6 - Engine Bulletin No.: 57-61-24A Date: June, 1998 Subject: Cold Engine Tick or Rattle After Start-up (Replace Piston/Pin Assembly) Models: 1994-95 Buick Regal 1994-97 Buick Skylark 1994-98 Buick Century 1994-95 Chevrolet Beretta, Corsica, Lumina, Monte Carlo 1996-98 Chevrolet Venture 1997-98 Chevrolet Malibu 1993-97 Oldsmobile Cutlass Supreme 1994-96 Oldsmobile Cutlass Ciera 1994-97 Oldsmobile Achieva 1996-98 Oldsmobile Silhouette 1997-98 Oldsmobile Cutlass 1994-98 Pontiac Grand Am, Grand Prix 1996-98 Pontiac Trans Sport with 3100, 3400 V6 Engine (VINs M, E - RPOs L82, LA1) This bulletin is being revised to expand the model year coverage, add the 3400 V6 Engine applications and arts information. Also, the Cause statement has been changed. Please discard Corporate Service Bulletin 57-61-24 (Section 6 - Engine). Condition Some customers may comment on a ticking type noise that begins shortly after cold engine start-up and gradually diminishes as the engine warms up. In most cases, the noise is gone after five (5) minutes. In severe cases, the noise may not disappear when the engine is hot. Cause Under normal design tolerances when the piston pin bore is produced at the maximum tolerance and the piston pin is produced at the minimum tolerance (min-max tolerance) trace noise levels can occur. This level of noise does not affect the reliability or durability of the product. Correction If piston-to-pin noise is detected and the customer desires the condition to be corrected, replace all six pistons with pin assemblies. The new piston sets have a minimal piston-to-pin clearance. Remember, piston-to-pin noise occurs in both park and drive at engine idle rpm and it varies in intensity depending on the number of pistons involved. A ticking sound means one piston is affected whereas a rattle or diesel type sound indicates more than one piston affected. The following should also be checked: 1. On W-Cars, make sure the right side engine splash shield is not contacting the engine crankshaft balancer. This condition usually happens cold and is caused by the shield curling when cold. 2. Reference Service Bulletin 57-71-06 for transmission rattle noise often confused for engine rattle noise. 3. Reference Service Bulletin 47-61-36 for Accessory Drive Belt Tensioner noise. 4. Check cylinder bore diameter and piston diameter as outlined in the Service Manual. Important: Excessive cylinder bore to piston diameter clearance can cause a similar type noise. Use the procedure in the appropriate Service Manual for piston replacement. Notice: When installing the new piston and pin assembly onto the existing rods, use extreme care to avoid damage to either the pin or piston bore. If damage to these areas occurs, the noise will return because the damage will cause wear and excessive clearance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > Customer Interest: > 57-61-24A > Jun > 98 > Engine Tick or Rattle After Start-Up > Page 2329 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time J1307 Piston, Rod Use published labor and/or Rings operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision Piston Pin: All Technical Service Bulletins Engine - Piston Pin Removal/Installation Revision File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-01-002A Date: December, 2002 SERVICE MANUAL UPDATE Subject: Revised Piston Pin Removal/Installation Procedures Models: 1994-96 Buick Regal 1994-98 Buick Skylark 1994-99 Buick Century 1994-96 Chevrolet Beretta, Corsica 1994-99 Chevrolet Lumina 1995-99 Chevrolet Monte Carlo 1997-99 Chevrolet Malibu 1994-96 Oldsmobile Cutlass Cierra 1994-97 Oldsmobile Cutlass Supreme 1994-98 Oldsmobile Achieva 1997-99 Oldsmobile Cutlass 1994-98 Pontiac Grand Am 1994-99 Pontiac Grand Prix with 3.1L Engine (VIN M - RPO L82) This bulletin is being revised to update the models information. Please discard Corporate Number 01-06-01-002 (Section 06-Engines). This bulletin is being issued to revise the piston and rod assembly removal/installation procedures in the Engine Section of the Service Manual. Revised Service Procedure The following steps are provided to assist in the replacement of the piston assemblies. Tools Required ^ J 24086 Connecting Rod Press ^ J 24086-C Piston Pin Remover/Installer ^ Connecting Rod Oven (Rod kiln) Piston and connecting Rod Disassemble Important: Prior to piston/connecting rod removal, mark or identify the piston/connecting rod assembly, and its orientation to the front of the engine, before removal. 1. Remove the pistons from the engine following the instructions found in the Engine Repair Section of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2335 Notice: A rod kiln MUST be used during assembly of the connecting rod to the piston. If a connecting rod kiln is not available, seek the assistance of a reputable machine shop with a kiln. Under NO circumstances should an acetylene torch or other uncontrolled heating device be used on connecting rods, as permanent damage to the connecting rod may result. Important: It is not necessary to replace the piston rings, unless they were damaged during the repair process. If the piston rings are to be reused, mark or identify the location/order of the rings as they correspond to location on the piston being serviced. Refer to ring gap placement instructions found in the Engine Repair Section of the Service Manual. 2. Using piston ring pliers, remove the piston rings from the piston. 3. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2336 4. Install the piston and connecting rod assembly onto the J 24086-10. 5. Install the J 24086-107 adapter onto the piston pin, and install the J 24086-88A through the J 24086-10 and onto the J 24086-107. Important: The piston and pin are a matched set and are not to be serviced separately 6. Press the piston pin from the piston and connecting rod assembly. Piston and Connecting Rod Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2337 1. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. 2. Adjust the J 24086-9 installation pin to the following setting: G-7. Caution: Avoid contact with HOT components. Wear safety glasses and protective heat gloves to avoid personal injury! Notice: Applying excessive heat to the connecting rod may damage or distort the connecting rod or piston. Connecting rod temperatures should not exceed 320°C (612°F). 3. Using a connecting rod kiln heat the piston pin end of the connecting rod to 320°C (612°F). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2338 4. Refer to the above illustration. Assemble the piston, the connecting rod, and the J 24086-6A adapter as shown. Insert the piston and connecting rod assembly into the J 24086-10 fixture support assembly. Notice: After the J 24086-9 installation pin bottoms on the J 24086-10 fixture support assembly, do not exceed a pressure of 35,000 kPa (5,000 psi), or damage to the connecting rod press may result. 5. Refer to the above illustration. Install the J 24086-105 (2) onto the piston pin. Position the J 24086-9 (1) though the J 24086-10 fixture support assembly and onto the J 24086-105 (2). 6. Press the J 24086-9 (1) installation pin until it bottoms on the J 24086-10 fixture support assembly. 7. Reinstall the piston rings onto the new piston. Refer to the Engine Repair Section of the Service Manual for proper ring gap positioning. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2339 8. Refer to the above illustration. Install the assembled piston and rod assembly into the engine. Verify that the directional arrows on the top of the piston point to the front of the engine. 9. Follow the remaining engine assembly instructions found in the Engine Mechanical Section of the Service Manual. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Piston Pin: > 57-61-24A > Jun > 98 > Engine - Tick or Rattle After Start-Up Piston Pin: All Technical Service Bulletins Engine - Tick or Rattle After Start-Up File In Section: 6 - Engine Bulletin No.: 57-61-24A Date: June, 1998 Subject: Cold Engine Tick or Rattle After Start-up (Replace Piston/Pin Assembly) Models: 1994-95 Buick Regal 1994-97 Buick Skylark 1994-98 Buick Century 1994-95 Chevrolet Beretta, Corsica, Lumina, Monte Carlo 1996-98 Chevrolet Venture 1997-98 Chevrolet Malibu 1993-97 Oldsmobile Cutlass Supreme 1994-96 Oldsmobile Cutlass Ciera 1994-97 Oldsmobile Achieva 1996-98 Oldsmobile Silhouette 1997-98 Oldsmobile Cutlass 1994-98 Pontiac Grand Am, Grand Prix 1996-98 Pontiac Trans Sport with 3100, 3400 V6 Engine (VINs M, E - RPOs L82, LA1) This bulletin is being revised to expand the model year coverage, add the 3400 V6 Engine applications and arts information. Also, the Cause statement has been changed. Please discard Corporate Service Bulletin 57-61-24 (Section 6 - Engine). Condition Some customers may comment on a ticking type noise that begins shortly after cold engine start-up and gradually diminishes as the engine warms up. In most cases, the noise is gone after five (5) minutes. In severe cases, the noise may not disappear when the engine is hot. Cause Under normal design tolerances when the piston pin bore is produced at the maximum tolerance and the piston pin is produced at the minimum tolerance (min-max tolerance) trace noise levels can occur. This level of noise does not affect the reliability or durability of the product. Correction If piston-to-pin noise is detected and the customer desires the condition to be corrected, replace all six pistons with pin assemblies. The new piston sets have a minimal piston-to-pin clearance. Remember, piston-to-pin noise occurs in both park and drive at engine idle rpm and it varies in intensity depending on the number of pistons involved. A ticking sound means one piston is affected whereas a rattle or diesel type sound indicates more than one piston affected. The following should also be checked: 1. On W-Cars, make sure the right side engine splash shield is not contacting the engine crankshaft balancer. This condition usually happens cold and is caused by the shield curling when cold. 2. Reference Service Bulletin 57-71-06 for transmission rattle noise often confused for engine rattle noise. 3. Reference Service Bulletin 47-61-36 for Accessory Drive Belt Tensioner noise. 4. Check cylinder bore diameter and piston diameter as outlined in the Service Manual. Important: Excessive cylinder bore to piston diameter clearance can cause a similar type noise. Use the procedure in the appropriate Service Manual for piston replacement. Notice: When installing the new piston and pin assembly onto the existing rods, use extreme care to avoid damage to either the pin or piston bore. If damage to these areas occurs, the noise will return because the damage will cause wear and excessive clearance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Piston Pin: > 57-61-24A > Jun > 98 > Engine - Tick or Rattle After Start-Up > Page 2344 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time J1307 Piston, Rod Use published labor and/or Rings operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Other Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision Piston Pin: All Technical Service Bulletins Engine - Piston Pin Removal/Installation Revision File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-01-002A Date: December, 2002 SERVICE MANUAL UPDATE Subject: Revised Piston Pin Removal/Installation Procedures Models: 1994-96 Buick Regal 1994-98 Buick Skylark 1994-99 Buick Century 1994-96 Chevrolet Beretta, Corsica 1994-99 Chevrolet Lumina 1995-99 Chevrolet Monte Carlo 1997-99 Chevrolet Malibu 1994-96 Oldsmobile Cutlass Cierra 1994-97 Oldsmobile Cutlass Supreme 1994-98 Oldsmobile Achieva 1997-99 Oldsmobile Cutlass 1994-98 Pontiac Grand Am 1994-99 Pontiac Grand Prix with 3.1L Engine (VIN M - RPO L82) This bulletin is being revised to update the models information. Please discard Corporate Number 01-06-01-002 (Section 06-Engines). This bulletin is being issued to revise the piston and rod assembly removal/installation procedures in the Engine Section of the Service Manual. Revised Service Procedure The following steps are provided to assist in the replacement of the piston assemblies. Tools Required ^ J 24086 Connecting Rod Press ^ J 24086-C Piston Pin Remover/Installer ^ Connecting Rod Oven (Rod kiln) Piston and connecting Rod Disassemble Important: Prior to piston/connecting rod removal, mark or identify the piston/connecting rod assembly, and its orientation to the front of the engine, before removal. 1. Remove the pistons from the engine following the instructions found in the Engine Repair Section of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Other Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2350 Notice: A rod kiln MUST be used during assembly of the connecting rod to the piston. If a connecting rod kiln is not available, seek the assistance of a reputable machine shop with a kiln. Under NO circumstances should an acetylene torch or other uncontrolled heating device be used on connecting rods, as permanent damage to the connecting rod may result. Important: It is not necessary to replace the piston rings, unless they were damaged during the repair process. If the piston rings are to be reused, mark or identify the location/order of the rings as they correspond to location on the piston being serviced. Refer to ring gap placement instructions found in the Engine Repair Section of the Service Manual. 2. Using piston ring pliers, remove the piston rings from the piston. 3. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Other Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2351 4. Install the piston and connecting rod assembly onto the J 24086-10. 5. Install the J 24086-107 adapter onto the piston pin, and install the J 24086-88A through the J 24086-10 and onto the J 24086-107. Important: The piston and pin are a matched set and are not to be serviced separately 6. Press the piston pin from the piston and connecting rod assembly. Piston and Connecting Rod Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Other Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2352 1. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. 2. Adjust the J 24086-9 installation pin to the following setting: G-7. Caution: Avoid contact with HOT components. Wear safety glasses and protective heat gloves to avoid personal injury! Notice: Applying excessive heat to the connecting rod may damage or distort the connecting rod or piston. Connecting rod temperatures should not exceed 320°C (612°F). 3. Using a connecting rod kiln heat the piston pin end of the connecting rod to 320°C (612°F). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Other Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2353 4. Refer to the above illustration. Assemble the piston, the connecting rod, and the J 24086-6A adapter as shown. Insert the piston and connecting rod assembly into the J 24086-10 fixture support assembly. Notice: After the J 24086-9 installation pin bottoms on the J 24086-10 fixture support assembly, do not exceed a pressure of 35,000 kPa (5,000 psi), or damage to the connecting rod press may result. 5. Refer to the above illustration. Install the J 24086-105 (2) onto the piston pin. Position the J 24086-9 (1) though the J 24086-10 fixture support assembly and onto the J 24086-105 (2). 6. Press the J 24086-9 (1) installation pin until it bottoms on the J 24086-10 fixture support assembly. 7. Reinstall the piston rings onto the new piston. Refer to the Engine Repair Section of the Service Manual for proper ring gap positioning. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > All Other Service Bulletins for Piston Pin: > 01-06-01-002A > Dec > 02 > Engine - Piston Pin Removal/Installation Revision > Page 2354 8. Refer to the above illustration. Install the assembled piston and rod assembly into the engine. Verify that the directional arrows on the top of the piston point to the front of the engine. 9. Follow the remaining engine assembly instructions found in the Engine Mechanical Section of the Service Manual. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > Page 2355 Piston Pin: Specifications Diameter ............................................................................................................................................................ 22.9915-22.9964 mm (0.9052-0.9054 inch) Clearance in Piston .................................................................................................................................................. 0.0126-0.245 mm (0.0004-0.0008 inch) Fit in Rod (press) ............................................................................................................................................... 0.0165-0.0464 mm (0.00065-0.00180 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > Page 2356 Piston Pin: Service and Repair This article has been updated with bulletin No.: 01-06-01-002A. REVISED PISTON PIN REMOVAL/INSTALLATION PROCEDURES TOOLS REQUIRED: ^ J 24086 Connecting Rod Press ^ J 24086-C Piston Pin Remover/Installer ^ Connecting Rod Oven (Rod kiln) PISTON AND CONNECTING ROD DISASSEMBLE IMPORTANT: Prior to piston/connecting rod removal, mark or identify the piston/connecting rod assembly, and its orientation to the front of the engine, before removal. 1. Remove the pistons from the engine following the instructions found in the Engine Repair Section of the Service Manual. NOTICE: A rod kiln MUST be used during assembly of the connecting rod to the piston. If a connecting rod kiln is not available, seek the assistance of a reputable machine shop with a kiln. Under NO circumstances should an acetylene torch or other uncontrolled heating device be used on connecting rods, as permanent damage to the connecting rod may result. IMPORTANT: It is not necessary to replace the piston rings, unless they were damaged during the repair process. If the piston rings are to be reused, mark or identify the location/order of the rings as they correspond to location on the piston being serviced. 2. Using piston ring pliers, remove the piston rings from the piston. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > Page 2357 3. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. 4. Install the piston and connecting rod assembly onto the J 24086-10. 5. Install the J 24086-107 adapter onto the piston pin, and install the J 24086-88A through the J 24086-10 and onto the J 24086-107. IMPORTANT: The piston and pin are a matched set and are not to be serviced separately Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > Page 2358 6. Press the piston pin from the piston and connecting rod assembly. PISTON AND CONNECTING ROD ASSEMBLY 1. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly. 2. Adjust the J 24086-9 installation pin to the following setting: G-7. CAUTION: Avoid contact with HOT components. Wear safety glasses and protective heat gloves to avoid personal injury! NOTICE: Applying excessive heat to the connecting rod may damage or distort the connecting rod or piston. Connecting rod temperatures should not exceed 320°C (612°F). 3. Using a connecting rod kiln heat the piston pin end of the connecting rod to 320°C (612°F). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > Page 2359 4. Assemble the piston, the connecting rod, and the J 24086-6A adapter as shown. Insert the piston and connecting rod assembly into the J 24086-10 fixture support assembly. NOTICE: After the J 24086-9 installation pin bottoms on the J 24086-10 fixture support assembly, do not exceed a pressure of 35,000 kPa (5,000 psi), or damage to the connecting rod press may result. 5. Install the J 24086-105 (2) onto the piston pin. Position the J 24086-9 (1) though the J 24086-10 fixture support assembly and onto the J 24086-105 (2). 6. Press the J 24086-9 (1) installation pin until it bottoms on the J 24086-10 fixture support assembly. 7. Reinstall the piston rings onto the new piston. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston Pin, Engine] > Component Information > Technical Service Bulletins > Page 2360 8. Install the assembled piston and rod assembly into the engine. Verify that the directional arrows on the top of the piston point to the front of the engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Ring, Engine > Component Information > Specifications Piston Ring: Specifications Groove Clearance First ........................................................................................................................................................... 0.050-0.085 mm (0.0020-0.0033 inch) Second ....................................................................................................................................................... 0.050-0.090 mm (0.0020-0.0035 inch) Oil (max.) ................................................................................ ............................................................................................. 0.20 mm (0.008 inch) Ring Gap First ...................................................................................................................................................... ............. 0.15-0.36 mm (0.006-0.014 inch) Second ............................................................................................................................................................ 0.50-0.71 mm(0.0197-0.0280 inch) Oil ................................................................................................ ................................................................. 0.25-0.75 mm (0.0098-0.0500 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Ring, Engine > Component Information > Specifications > Page 2364 Piston Ring: Testing and Inspection 1. Select a set of new piston rings, if necessary. 2. Use the following procedure to measure the piston ring end gap: a. Place the piston into the cylinders at the bottom of the ring travel. b. Place a piston ring on top of the piston. c. Back off the piston. d. Measure the ring gap. If the gap is below specification increase the gap by carefully filing off excess material. CAUTION: High spots in the ring groove may be cleaned up by careful use of a point file. Do not attempt to cut the ring groove. 3. Measure the piston compression ring side clearance. Roll the piston ring around the groove in which it will be installed and measure the side clearance. If the ring is too thick, try another ring. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Ring, Engine > Component Information > Specifications > Page 2365 Piston Ring: Service and Repair WARNING: Handle the piston carefully. Worn piston rings are sharp and may cause bodily injury. REMOVAL Disassemble the piston rings. Use a suitable tool in order to expand the rings. Do not re-use the piston rings. INSTALLATION 1. Install the following parts of the oil control ring assembly: ^ The expander ^ The lower oil control ring ^ The upper oil control ring CAUTION: Use a piston ring expander to install the piston rings. The rings may be damaged if expanded more than necessary. In order to provide an effective compression seal, the ring gaps must be staggered. 2. Install the upper and lower compression ring with the manufacturer's mark facing up. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Clearance > System Information > Specifications Valve Clearance: Specifications This engine uses hydraulic lifters and no valve lash adjustment is necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair Tool Required: J 3473-1A, Fuel Pressure Gauge 1. Disconnect the negative battery terminal to avoid possible fuel discharge if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect Fuel Pressure Gauge J 34730-1A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Rocker Arm Assembly > Component Information > Technical Service Bulletins > Engine - Rocker Arm Bolt Tightening Specification Update Rocker Arm Assembly: Technical Service Bulletins Engine - Rocker Arm Bolt Tightening Specification Update File In Section: 06 - Engine/propulsion System Bulletin No.: 02-06-01-034 Date: October, 2002 SERVICE MANUAL UPDATE Subject: Revised Rocker Arm Bolt Fastener Tightening Specification Models: 1996-1998 Buick Skylark 1996-2002 Buick Regal 1997-2002 Buick Century 1996 Chevrolet Beretta, Corsica, Lumina APV 1996-2001 Chevrolet Lumina 1996-2002 Chevrolet Monte Carlo 1997 Chevrolet Venture 1997-2003 Chevrolet Malibu 2000-2002 Chevrolet Impala 1996-1997 Oldsmobile Cutlass Supreme, Silhouette 1996-1998 Oldsmobile Achieve 1998-1999 Oldsmobile Cutlass, Intrigue 1999-2002 Oldsmobile Alero 1996-1997 Pontiac Trans Sport 1996-2003 Pontiac Grand Am, Grand Prix with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) This bulletin is being issued to revise the rocker arm bolt fastener tightening specification found in several procedures in the Engine Mechanical - 3.1L sub-section and the Engine Mechanical - 3.4L sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The correct torque for the rocker arm bolt is 14 N.m (124 lb in) plus 30 degrees. This specification can be found in Fastener Tightening Specifications, Valve Rocker Arm and Push Rod Replacement and Lower Intake Manifold Replacement (for 1996 Chevrolet Beretta/Corsica, 1996-1997 Buick Skylark, Pontiac Grand Am, Oldsmobile Achieva and 1997 Chevrolet Malibu ONLY). DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Rocker Arm Assembly > Component Information > Technical Service Bulletins > Page 2377 Rocker Arm Assembly: Specifications This article has been updated with bulletin No.: 02-06-01-034. Vehicles with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1). REVISED ROCKER ARM BOLT FASTENER TIGHTENING SPECIFICATION Rocker arm bolt ......................................................................................................................................................... 14 Nm (124 in. lb.) plus 30 degrees. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Rocker Arm Assembly > Component Information > Technical Service Bulletins > Page 2378 Rocker Arm Assembly: Service and Repair TOOL REQUIRED ^ J 36660 Torque Angle Meter REMOVAL 1. Disconnect the negative battery cable. 2. Remove the valve rocker covers. CAUTION: Keep the components separated so they may be installed in the same location. 3. Remove the rocker arm bolts. 4. Remove the rocker arm pivot balls. 5. Remove the rocker arms. CAUTION: Keep the pushrods in order so that they can be installed in the original position. 6. Remove the pushrods. INSTALLATION 1. Install the pushrods in their original location. ^ Coat the ends of the pushrods with prelude. Use GM P/N 1052356 or its equivalent. ^ The intake pushrods are marked with yellow stripes and are 5 3/4 inches long. ^ Exhaust pushrods are marked with green stripes and are 6 inches long. ^ Ensure that the pushrods seat in the liner. 2. Install the rocker arms. 3. Install the rocker arm pivot balls. Coat the bearing surfaces of the rocker arms and the pivot balls with prelude. Use GM P/N 1052356 or its equivalent. 4. Install the rocker arm bolts. Tighten the bolts to 14 Nm (124 in. lbs.). Use the Torque Angle Meter in order to tighten the bolts an additional 30 degrees. 5. Install the valve rocker covers. 6. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Cover > Component Information > Specifications Valve Cover: Specifications Retaining Bolts Tighten the retainer bolts in two steps. 1st step ................................................................................................................................................ ..................................................... hand tighten bolts 2nd step ............................................................................................................................................... ................................................. 10 Nm (89 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Cover > Component Information > Specifications > Page 2382 Valve Cover: Testing and Inspection 1. Clean the valve rocker cover gasket surfaces. 2. Inspect the following areas: ^ The gasket flanges for damage ^ The rocker cover for cracks ^ The rubber grommets for deterioration Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Cover > Component Information > Service and Repair > Cylinder Head Cover - Left Valve Cover: Service and Repair Cylinder Head Cover - Left REMOVAL 1. Disconnect the negative battery cable. 2. Partially drain the cooling system. See Cooling System. 3. Remove the coolant by pass pipe from the coolant pump and the exhaust manifold. See Cooling System. 4. Remove the PCV valve from the valve rocker cover. 5. Remove the valve rocker cover bolts. 6. Remove the valve rocker cover. Bump the end of the valve rocker cover with the palm of your hand or a soft rubber mallet if the cover adheres to the cylinder head. 7. Clean the sealing surface on the cylinder head and the valve rocker cover with degreaser. INSTALLATION 1. Install a new gasket and new bolt grommets to the valve rocker cover. Ensure that the gasket is seated properly in the valve groove. 2. Apply sealer in the notch on the cover. Use GM P/N 1052917 or its equivalent. 3. Install the valve rocker cover. 4. Install the valve rocker cover bolts. Tighten the bolts to 10 Nm (89 inch lbs.) + 30 degrees. 5. Install the PCV valve to the valve rocker cover. 6. Install the coolant by pass pipe to the coolant pump and the manifold. See Cooling System. 7. Fill the cooling system. See Cooling System. 8. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Cover > Component Information > Service and Repair > Cylinder Head Cover - Left > Page 2385 Valve Cover: Service and Repair Cylinder Head Cover - Right REMOVAL 1. Disconnect the negative battery cable. 2. Remove the rear ignition wire harness at the upper intake manifold and at the spark plugs. 3. Remove the brake booster vacuum supply at the upper intake manifold. 4. Remove the drive belt. 5. Remove the generator. Support the generator. See Starting and Charging. 6. Remove the following components: ^ Electronic ignition coil and module assembly ^ EVAP canister purge solenoid 7. Remove the valve rocker cover bolts. 8. Remove the valve rocker cover. Bump the end of the valve rocker cover with the palm of your hand or a soft rubber mallet if the cover adheres to the cylinder head. 9. Clean the sealing surface on the cylinder head and the valve rocker cover with degreaser. INSTALLATION 1. Install a new gasket and new bolt grommets to the valve rocker cover. Ensure that the gasket is seated properly in the valve groove. 2. Apply sealer in the notch on the cover. Use GM P/N 1052917 or its equivalent. 3. Install the valve rocker cover. 4. Install the valve rocker cover bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 5. Install the generator. See Starting and Charging. 6. Install the drive belt. 7. Install the brake booster vacuum supply line. 8. Install the following components: ^ EVAP canister purge solenoid ^ Electronic ignition coil and module assembly 9. Install the rear ignition wire harness. 10. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Guide > Component Information > Specifications Valve Guide: Specifications TIGHTENING SPECIFICATIONS Guide Bolt ............................................................................................................................................ ....................................... 10 Nm (89 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Guide > Component Information > Specifications > Page 2389 Valve Guide: Service and Repair 1. Ream the valve guides for oversize valves if the clearance exceeds the specifications. 2. Ream the valve guide bores for the oversize valves as necessary. 3. Reconditioning the valve seats is very important. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Seat > Component Information > Specifications Valve Seat: Specifications DIMENSIONS Runout (max.) ...................................................................................................................................... .................................... 0.025 mm (0.001 inch) Width Intake ................................................................................................................................................... .............. 1.55-1.80 mm (0.061-0.071 inch) Exhaust ........................................................................... ..................................................................................... 1.70-2.0 mm (0.067-0.079 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Seat > Component Information > Specifications > Page 2393 Valve Seat: Service and Repair Recondition valve seat after reaming the valve guide bores or installing the new valve guides. ^ The valves must seat perfectly for the engine to deliver optimum power and performance. ^ Cooling the valve heads is another important factor. Good contact between each valve and its seat in the cylinder head is necessary to insure that the heat in the valve head is properly carried away. ^ Regardless of what type of equipment is used, it is essential that the valve guide bores are free from carbon or dirt to ensure the proper centering of the pilot in the guide. The valve seats should be concentric to within 0.05 mm (0.031 inch) total indicator reading. ^ Reface pitted valves on a valve refacing machine in order to insure the correct relationship between the head and the stem. Replace the valve if the stem is warped, or if the stem shows signs of excessive wear. Replace the valve if the edge of the head is less than the minimum margin specification. ^ Several different types of equipment are available for reconditioning valves and valve seats. Use the manufacturers recommendations of equipment to attain the proper results. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Spring > Component Information > Specifications Valve Spring: Specifications Approximate # of Coils ........................................................................................................................ ........................................................................... 6.55 Free Length ..................................................... ....................................................................................................................................... 48.5 mm (1.89 inch) Installed Height .................................................................................................................. .................................................................. 43.2 mm (1.701 inch) Load Closed[1] ............................................................................................................................................. ...................................... 43.2 mm (1.701 inch) Open[2] ...................................................................... ................................................................................................................... 32 mm (1.260 inch) [1] At 320 Nm (75 lbs.) [2] At 1036 Nm (230 lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve, Intake/Exhaust > Component Information > Specifications Valve: Specifications Stem Clearance ............................................................................................................................................................ 0.026-0.068 mm (0.001-0.0027 inch) Margin Intake (min.) ......................................................................................................................................... ..................................... 2.10 mm (0.083 inch) Exhaust ....................................................................... ............................................................................................................... 2.70 mm (0.106 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics Drive Belt: Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 2405 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 2406 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 2407 Drive Belt: Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information Bulletin No.: 04-06-01-013 Date: April 29, 2004 INFORMATION Subject: Information on Serpentine Belt Wear Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2 All current GM vehicles designed and manufactured in North America were assembled with serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is extremely rare to observe any cracks in EPDM belts and it is not expected that they will require maintenance before 10 years or 240,000 km (150,000 mi) of use. Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks depending on age. However, the onset of cracking typically signals that the belt is only about halfway through its usable life. A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart, ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be considered a candidate for changing. Small cracks spaced at greater intervals should not be considered as indicative that the belt needs changing. Any belt that exhibits chunking should be replaced. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Drive Belt: Symptom Related Diagnostic Procedures Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 2410 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 2411 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 2412 Drive Belt: Component Tests and General Diagnostics The following are symptomatic noises of the accessory drive belt system: 1. Chirping: ^ A high pitched noise that is usually heard once per revolution of a pulley or a belt. ^ It is most common on cold, damp mornings. ^ Verify this condition by squirting water onto the belt. The noise will momentarily stop. ^ A loud screeching noise that is caused by a slipping belt (this is unusual for a multiple ribbed belt). ^ The noise occurs when a heavy load is applied to the belt, such as an air conditioning compressor engagement, snapping the throttle, or slipping on a seized pulley. 3. Whine: ^ A high pitched continuous noise that may be caused by a failed component bearing. 4. Faint Cycle Rumbling: ^ A low frequency noise heard once per revolution of the belt. 5. Pilling: ^ The random accumulation of rubber dust in the bottom of the multi-ribbed belt grooves. A small amount of pilling is normal. Operation of the drive belt system will not be effected unless the buildup exceeds one third (1/3) of the belt groove depth. NOTE: Multiple ribbed, accessory drive belts wear evenly with their pulleys. Unusual wear indicates a correction is needed. The following diagnostic tables will aid in diagnosing drive belt system problems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Testing and Inspection > Page 2413 Drive Belt: Service and Repair TOOL REQUIRED ^ J 39914 Drive Belt Tension Wrench REMOVAL 1. Disconnect the negative battery cable. 2. Rotate the belt tensioner. Use the Drive Belt Tension Wrench. 3. Remove the drive belt from the generator pulley. 4. Support the engine by the oil pan. 5. Remove the engine mount assembly from the engine mount bracket support. 6. Remove the auxiliary bracket. 7. Lower the engine in order to remove the drive belt. 8. Remove the drive belt. INSTALLATION 1. Rotate the belt tensioner. Use the Drive Belt Tension Wrench. 2. Install the drive belt. 3. Install the auxiliary bracket. 4. Install the auxiliary bracket fasteners. Tighten the fasteners to 50 Nm (37 ft. lbs.). 5. Install the engine mount assembly to the engine mount bracket support bolts. 6. Remove the floor jack. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt Tensioner > Component Information > Specifications Drive Belt Tensioner: Specifications Tensioner Bolt ..................................................................................................................................... ..................................................... 50 Nm (37 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt Tensioner > Component Information > Specifications > Page 2417 Drive Belt Tensioner: Testing and Inspection TOOL REQUIRED ^ J 23600-B Belt tension Gauge 1. Run the engine, with no accessories on, until the engine is warmed up. Shut the engine off and read the belt tension using the Belt Tension Gauge placed halfway between the generator and the power steering pump. 2. Start the engine with the accessories off and allow the system to stabilize for 15 seconds. Turn the engine off. Using a 15 mm socket, apply clockwise force (tighten) to the tensioner pulley bolt. Release the force and immediately take a tension reading without disturbing belt tensioner position. 3. Using the same wrench, apply a counterclockwise force to the tensioner pulley bolt and raise the pulley to eliminate all tension. Slowly lower the pulley to the belt and take a tensioner reading without disturbing the belt tensioner position. 4. Average the three readings. If the average of the three readings is not between 133-222 N (30-50 lbs.) and the bolt is within the tensioners operating range, replace the tensioner. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt Tensioner > Component Information > Specifications > Page 2418 Drive Belt Tensioner: Service and Repair TOOL REQUIRED ^ J 39914 Drive Belt Tension Wrench REMOVAL 1. Disconnect the negative battery cable. 2. Rotate the drive belt tensioner. Use the Drive Belt Tension Wrench. 3. Remove the drive belt from the generator pulley. 4. Raise the vehicle. Support the vehicle. 5. Remove the right tire and wheel assembly. 6. Remove the right splash shield. 7. Remove the tensioner bolt. 8. Remove the tensioner. INSTALLATION Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt Tensioner > Component Information > Specifications > Page 2419 1. Install the drive belt tensioner. 2. Install the tensioner bolt. Tighten the bolt to 50 Nm (37 ft. lbs.). 3. Install the right splash shield. 4. Install the right tire and wheel assembly. 5. Lower the vehicle. 6. Rotate the belt tensioner. Use the Drive Belt Tension Wrench. 7. Install the drive belt to the generator pulley. 8. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > Customer Interest for Engine Mount: > 736016 > Feb > 97 > Engine - Noise On Acceleration & Vibration at Idle Engine Mount: Customer Interest Engine - Noise On Acceleration & Vibration at Idle File In Section: 6 - Engine Bulletin No.: 73-60-16 Date: February, 1997 Subject: Vibration at Idle and Increased Engine Noise on Acceleration (Replace Front/Rear Torque Reaction Mounts) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Built Prior To December, 1996 Condition Some owners may comment on a vibration at idle and increased engine noise on acceleration. Cause Vibration at idle and engine noise may be caused by high dynamic rates (stiffness) in the front and rear torque reaction mounts. Correction Replace both the front and rear torque reaction mounts. Refer to Automatic Transaxle in the Service Manual for remove and install procedures. Parts Information Part Number Description 22605356 Front Torque Reaction Mount 22605359 Rear Torque Reaction Mount Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time K6727 1.1 hrs Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Mount: > 736016 > Feb > 97 > Engine - Noise On Acceleration & Vibration at Idle Engine Mount: All Technical Service Bulletins Engine - Noise On Acceleration & Vibration at Idle File In Section: 6 - Engine Bulletin No.: 73-60-16 Date: February, 1997 Subject: Vibration at Idle and Increased Engine Noise on Acceleration (Replace Front/Rear Torque Reaction Mounts) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Built Prior To December, 1996 Condition Some owners may comment on a vibration at idle and increased engine noise on acceleration. Cause Vibration at idle and engine noise may be caused by high dynamic rates (stiffness) in the front and rear torque reaction mounts. Correction Replace both the front and rear torque reaction mounts. Refer to Automatic Transaxle in the Service Manual for remove and install procedures. Parts Information Part Number Description 22605356 Front Torque Reaction Mount 22605359 Rear Torque Reaction Mount Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time K6727 1.1 hrs Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > Page 2433 Engine Mount: Specifications Bracket Bolt ......................................................................................................................................... ..................................................... 58 Nm (43 ft. lbs.) Mount to Bracket Nut .......................................................................................................................................... ........................................... 47 Nm (35 ft. lbs.) Frame Bracket Nut ..................................................... ..................................................................................................................... 43 Nm (32 ft. lbs.) Mount Strut Nut ................................................................................................................................... ..................................................... 48 Nm (35 ft. lbs.) Mount Strut Bracket Bolt: Engine Left Side .................................................................................................................................. ........................................... 70 Nm (52 ft. lbs.) Engine Right Side ...................................................... ..................................................................................................................... 50 Nm (37 ft. lbs.) Upper Radiator support .................................................................................................................................. ................................ 26 Nm (19 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > Page 2434 Engine Mount: Testing and Inspection NOTE: Torque axis mounting systems allow more engine movement than other mounting systems. The engine movement is the design intent of the mounting system. Do not replace the torque axis mounts unless the mount or the rubber is damaged. 1. Raise the engine in order to apply slight tension on the engine mount. 2. Replace the engine mount if any of the following conditions exist: ^ The hard rubber surface is covered with heat cracks, ^ The rubber is separated from the engine mount metal plate ^ The rubber is split through the center 3. Lower the engine. 4. Check the engine mount fastener torque. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > Page 2435 Engine Mount: Service and Repair REMOVAL 1. Disconnect the negative battery cable. 2. Support the engine by the oil pan. 3. Remove the engine mount assembly to engine mount bracket support bolts. 4. Remove the engine mount to body fasteners. 5. Remove the engine mount assembly. INSTALLATION 1. Install the engine mount assembly. 2. Install the body fasteners to the engine mount. ^ Tighten the bolt to 130 Nm (96 ft. lbs.). ^ Tighten the nut to 66 Nm (49 ft. lbs.). 3. Install the engine mount bracket support bolts to the engine mount. Tighten the bolt to 130 Nm (96 ft. lbs.). 4. Remove the floor jack. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil Pressure > Component Information > Specifications Engine Oil Pressure: Specifications Oil Pressure ......................................................................................................................................... .................................. 103 kPa (15 psi at 1100 RPM) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil Dip Stick - Dip Stick Tube > Component Information > Specifications Engine Oil Dip Stick - Dip Stick Tube: Specifications Assemble Bolt ...................................................................................................................................... ..................................................... 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil Dip Stick - Dip Stick Tube > Component Information > Specifications > Page 2443 Engine Oil Dip Stick - Dip Stick Tube: Service and Repair REMOVAL 1. Disconnect the negative battery cable. 2. Remove the oil level indicator tube nut. 3. Remove the oil level indicator tube from the engine. INSTALLATION 1. Install the oil level indicator tube to the engine. Ensure that the tube assembly is fully seated in the engine. 2. Install the oil level indicator tube nut. Tighten the nut to 25 Nm (18 ft. lbs.). 3. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil Drain Plug > Component Information > Specifications Engine Oil Drain Plug: Specifications Gallery Plug: 1/4 inch ................................................................................................................................................ ..................................... 19 Nm (14 ft. lbs.) 3/8 inch ............................................................................ ......................................................................................................... 33 Nm (24 ft. lbs.) Oil Pan Plug ......................................................................................................................................... ..................................................... 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications INFORMATION Bulletin No.: 11-00-90-001 Date: March 14, 2011 Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or Complete Oil Change Models: 2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with Duramax(TM) Diesel Engines GM dexos 1(TM) Information Center Website Refer to the following General Motors website for dexos 1(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 1(TM) Engine Oil Trademark and Icons The dexos(TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM) specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 1(TM) engine oil. GM dexos 1(TM) Engine Oil Specification Important General Motors dexos 1(TM) engine oil specification replaces the previous General Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be used in those older vehicles. In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil specification are as follows: - To meet environmental goals such as increasing fuel efficiency and reducing engine emissions. - To promote long engine life. - To minimize the number of engine oil changes in order to help meet the goal of lessening the industry's overall dependence on crude oil. dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the following benefits: - Further improve fuel economy, to meet future corporate average fuel economy (CAFE) requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits throughout the life of the oil. - More robust formulations for added engine protection and aeration performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 2451 - Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life has been depleted. - Reduce the duplication of requirements for a large number of internal GM engine oil specifications. International Lubricants Standardization and Approval Committee (ILSAC) GF-5 Standard In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval Committee (ILSAC) standard called GF-5, was introduced in October 2010. - There will be a corresponding API category, called: SN Resource Conserving. The current GF-4 standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos 1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a statistically significant increase in fuel economy versus the Sequence VIB test that was used for GF-4. - It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard. However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification. - Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API will begin licensing marketers during October 2010, to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils. Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before. New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel economy include direct injection, cam phasing, turbocharging and active fuel management (AFM). The demands of these new technologies on engine oil also are taken into consideration when determining new oil specifications. AFM for example can help to achieve improved fuel economy. However alternately deactivating and activating the cylinders by not allowing the intake and exhaust valves to open contributes to additional stress on the engine oil. Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. Using the right viscosity grade oil is critical for proper engine performance. Always refer to the Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being serviced. GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000 mile (4,830 km) recommendation. The dexos (TM) specification, with its requirements for improved oil robustness, compliments the GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle. If all GM customers with GM Oil Life System equipped vehicles would use the system as intended, GM estimates that more than 100 million gallons of oil could be saved annually. GM dexos 2(TM) Information Center Website Refer to the following General Motors website for dexos 2(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 2(TM) Engine Oil Trademark and Icons Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 2452 The dexos (TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos (TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos (TM)specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 2(TM) engine oil. GM dexos 2(TM) Engine Oil Specification - dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010 vehicles, regardless of where the vehicle was manufactured. - dexos 2(TM) is the recommended service fill oil for European gasoline engines. Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting specification CJ-4. - dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and replaces GM-LL-B-025 and GM-LL-A-025. - dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on certain chemical components to prolong catalyst life and protect expensive emission reduction systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum performance longer. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component Information > Specifications > Capacity Specifications Engine Oil: Capacity Specifications Capacity (with filter) ............................................................................................................................. ....................................................... 3.78 liters (4 qt) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component Information > Specifications > Capacity Specifications > Page 2455 Engine Oil: Fluid Type Specifications Below 60°F (16°C) ............................................................................................................................... ............................................................. SAE 5W-30 Above 0°F (-18°C) ............................................. ........................................................................................................................... SAE 10W-30 (Preferred) Engine oil with the American Petroleum Institute Certified For Gasoline Engine "Starburst" symbol of the proper viscosity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component Information > Specifications > Page 2456 Engine Oil: Service and Repair Once the origin of the leak has been pinpointed and traced back to its source, the cause of the leak must be determined in order for it to be repaired properly. If a gasket is replaced, but the sealing surface is damaged, the new gasket will not repair the leak, the surface must be repaired or replaced. Before attempting to repair a leak, be sure that the gasket and sealing surfaces are correct. Perform The Following Steps In Order To Check For Gasket Leaks: 1. Inspect the fluid level/pressure is too high. 2. Check the crankcase ventilation system for restrictions or malfunctioning components. 3. Inspect for improperly tightened fasteners or dirty/damaged threads. 4. Look for warped flanges or sealing surfaces. 5. Check for scratches, burrs or other damage to the sealing surface. 6. Look for a damaged or worn gasket. 7. Check for cracking or porosity of the component 8. Check for use of an improper sealant used (where applicable). Perform The Following Steps In Order To Check For Seal Leaks: 1. Inspect the fluid level/pressure is too high. 2. Check the crankcase ventilation system for restrictions or malfunctioning components. 3. Check for a damaged O-ring seal bore (scratched, burred or nicked). 4. Look for a damaged or worn oil seal. 5. Check for improper component installation. 6. Check the component for cracks or damage. 7. Inspect shaft surface for scratches, nicks or damage. 8. Check for loose or worn bearing which may lead to premature oil seal wear. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter, Engine > Component Information > Technical Service Bulletins > Engine - Noise/Damage Oil Filter Application Importance Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance INFORMATION Bulletin No.: 07-06-01-016B Date: July 27, 2009 Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin Number 07-06-01-016A (Section 06 - Engine/Propulsion System). Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R) oil filters directly from GMSPO. Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the most recent parts information to ensure the correct part number filter is installed when replacing oil filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been discovered in some aftermarket parts systems. Always ensure the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Refer to the appropriate Service Information (SI) installation instructions when replacing any oil filter and pay particular attention to procedures for proper cartridge filter element alignment. If the diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number 02-00-89-002I (Information for Dealers on How to Submit a Field Product Report). Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter, Engine > Component Information > Technical Service Bulletins > Page 2461 Oil Filter: Specifications Filter ..................................................................................................................................................... ............................................... 13 Nm (115 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter Adapter > Component Information > Specifications Oil Filter Adapter: Specifications TIGHTENING SPECIFICATIONS Adapter ................................................................................................................................................ ........................................... 39 Nm (29 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter Adapter > Component Information > Specifications > Page 2465 Oil Filter Adapter: Service and Repair REMOVAL 1. Raise the vehicle. Support the vehicle. 2. Remove the oil filter. 3. Remove the bolt. 4. Remove the seal. 5. Remove the adapter. 6. Clean the gasket from the mating surfaces. INSTALLATION 1. Install the gasket. 2. Install the adapter. 3. Install the seal. 4. Install the bolt. Tighten the bolt to 39 Nm (29 ft. lbs.). 5. Install the oil filter. 6. Lower the vehicle. 7. Inspect the oil level. 8. Fill the oil to the proper level. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Warning Indicator > Component Information > Description and Operation Oil Level Warning Indicator: Description and Operation The Check Oil indicator (amber) will be illuminated when the Powertrain Control Module (PCM) reads the Oil Level Switch and transmits a Class 2 message to the Body Function Controller (BFC) indicating there is a Low Oil Level Condition. The Body Function Controller (BFC) will then command the Check Oil indicator ON over the Serial Peripheral Interface (SPI) interface to the Instrument Cluster. If the Low Oil Level option is false all Class 2 activity on the part of the Body Function Controller (BFC) will stop. The Body Function Controller (BFC) will not send out any request for the Low Oil Level condition command and will not issue a Low Oil Level condition report. In the event of a loss of Body Function Controller (BFC) or Powertrain Control Module (PCM) Class 2 serial data the Check Oil indicator will not illuminate unless the indicator was illuminated when the event occurred. In the event of an Serial Peripheral interface (SPI) data link failure, the Check Oil indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Sensor > Component Information > Specifications Oil Level Sensor: Specifications TIGHTENING SPECIFICATIONS Sensor Screw ...................................................................................................................................... ............................................ 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Sensor > Component Information > Specifications > Page 2472 Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Sensor > Component Information > Specifications > Page 2473 Engine Oil Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Sensor For ECM > Component Information > Specifications Oil Level Sensor For ECM: Specifications Engine Oil Level Switch ....................................................................................................................... ............................................. 17-27 Nm (13-20 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Sensor For ECM > Component Information > Specifications > Page 2477 Oil Level Sensor For ECM: Description and Operation Engine Oil Level Sensor The PCM monitors the Engine Oil Level Sensor signal at start-up to determine if engine oil level is OK. If the PCM determines that a low oil level condition exists, the PCM will illuminate the Low Oil Level indicator lamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Sensor For ECM > Component Information > Specifications > Page 2478 Oil Level Sensor For ECM: Service and Repair Engine Oil Level Sensor REMOVAL PROCEDURE 1. Raise the vehicle. 2. Drain the engine oil. 3. Disconnect the electrical connector from Engine Oil Level Switch 4. Remove the Engine Oil Level Switch from the oil pan. INSTALLATION PROCEDURE 1. Install the Engine Oil Level Switch. Tighten Switch to 17-27 Nm (13-20 lb. ft.). 2. Lower the vehicle. 3. Add the engine oil to the correct level. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine > Component Information > Specifications Oil Pan: Specifications TIGHTENING SPECIFICATIONS Retaining Bolt ...................................................................................................................................... ........................................... 25 Nm (18 ft. lbs.) Side Bolt ..................................................................... .................................................................................................................... 50 Nm (37 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine > Component Information > Specifications > Page 2482 Oil Pan: Testing and Inspection PAN INSPECTION 1. Remove the low oil level indicator screw. 2. Remove the low oil indicator. 3. Clean the oil pan flanges. 4. Clean the oil pan rail. 5. Clean the front cover. 6. Clean the rear main bearing cap. 7. Clean the threaded holes. 8. Clean the oil pan in solvent. Remove all sludge and varnish from the oil pan. 9. Clean the gasket surfaces on the oil pan. 10. Inspect the gasket flanges for bending or damage. 11. Inspect the oil pan for cracks or dents. 12. Inspect the oil pan side bolts. Ensure that the rubber gasket on the inside of the bolt head is not damaged. 13. Install the low oil level indicator. 14. Install the low oil level indicator screw. Tighten the indicator bolt to 10 Nm (89 inch lbs.). 15. Install the oil pan drain plug. Install the oil pan drain plug washer. Tighten the plug to 25 Nm (18 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine > Component Information > Specifications > Page 2483 Oil Pan: Service and Repair REMOVAL 1. Disconnect the negative battery cable. 2. Remove the drive belt. 3. Loosen the upper A/C compressor bolts, if equipped. Do not remove the bolts. 4. Raise the vehicle. Support the vehicle. 5. Drain the crankcase. 6. Remove the right front tire and wheel assembly. 7. Remove the right splash shield. See Body and Frame. 8. Remove the right front ABS wheel speed sensor harness from the right suspension support. 9. Remove the right front ball joint. See Steering and Suspension. 10. Remove the right side stabilizer link. See Steering and Suspension. 11. Remove the right side suspension support. See Steering and Suspension. 12. Remove the lower A/C compressor bolts. 13. Position the compressor aside. Support the compressor. See Heating and Air Conditioning. 14. Remove the engine to transmission brace. See Transmission and Drivetrain. 15. Remove the oil filter. 16. Remove the starter. See Starting and Charging. 17. Remove the flywheel inspection cover. 18. Remove the oil pan side bolts. 19. Remove the oil pan bolts. 20. Remove the oil pan. 21. Remove the oil pan gasket. 22. Clean the following items. ^ Oil pan flanges ^ Oil pan rail ^ Front cover ^ Rear main bearing cap ^ Threaded holes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine > Component Information > Specifications > Page 2484 INSTALLATION 1. Install a new gasket. Place sealant on the oil pan gasket tabs if you are installing the rear main bearing cap. Place the sealer on the tabs that insert into the gasket groove of the outer surface on the main bearing cap. Use GM sealant P/N 1052080 or its equivalent. 2. Install the oil pan. 3. Install the oil pan retaining bolts. Tighten the retaining bolts to 25 Nm (18 ft. lbs.). 4. Install the oil pan side bolts. Tighten the side bolts to 50 Nm (37 ft. lbs.). 5. Install the transmission converter cover. 6. Install the starter. See Starting and Charging. 7. Install the oil filter. 8. Install the engine to transmission brace. See Transmission and Drivetrain. 9. Loosely assemble the A/C compressor spacer and the upper bolts. Secure the spacer and the bolts in place. 10. Install the A/C compressor to the engine. See Heating and Air Conditioning. 11. Install the right side suspension support. See Steering and Suspension. 12. Install the right side stabilizer bar. See Steering and Suspension. 13. Install the right side bail joint. See Steering and Suspension. 14. Connect the right front ABS wheel speed sensor harness. 15. Install the right splash shield. See Body and Frame. 16. Install the right front tire and wheel assembly. 17. Lower the vehicle. 18. Install the drive belt. 19. Fill the crankcase. 20. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Sensor > Component Information > Locations > Page 2488 Engine Oil Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation Oil Pressure Switch (For Fuel Pump): Description and Operation PURPOSE The fuel pump and engine oil pressure indicator switch has two functions, to indicate low engine oil pressure and to supply battery voltage to the fuel pump in the event the fuel pump relay fails. OPERATION The Powertrain Control Module (PCM) checks the engine oil pressure continuously. If the oil pressure switch indicates low oil pressure at any time, the PCM will send information through serial data to the instrument cluster to turn "ON" the "Low Oil Pressure" telltale. The oil pressure portion of the switch has normally closed contacts that open on an increasing oil pressure of 41 kPa (6 psi) or less, and close on a decreasing pressure of 14 (2 psi). When the switch is closed, the oil pressure signal is sent to the PCM, which in turn sends the information to the instrument cluster through serial data. The oil pressure lamp on the instrument cluster is then illuminated. The fuel pump portion of the switch has a normally open contact that closes when increasing oil pressure of 41 kPa (6 psi) or less, and opens when decreasing pressure of 14 (2 psi). In the event the fuel pump relay fails, battery voltage is supplied to the fuel pump through the closed contacts from the switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation > Page 2492 Oil Pressure Switch (For Fuel Pump): Service and Repair Engine Oil Pressure Switch Removal Procedure 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Disconnect the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure sensor. Installation Procedure 1. Install the engine oil pressure sensor. 2. Tighten the oil pressure sensor to 16 Nm. 3. Connect the electrical connector to the engine oil pressure sensor. 4. Lower the vehicle. 5. Reconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Warning Lamp/Indicator > Component Information > Description and Operation Oil Pressure Warning Lamp/Indicator: Description and Operation The Oil Pressure indicator (red) will be illuminated when the Powertrain Control Module (PCM) transmits a Class 2 message to the Body Function Controller (BFC) indicating there is a Low Oil Pressure condition. The Body Function Controller (BFC) will then command the Oil Pressure indicator ON over the Serial Peripheral Interface (SPI) interface to the Instrument Cluster. In the event of a loss of Class 2 serial data the Oil Pressure indicator will not illuminate unless the indicator was illuminated when the event occurred. That is the indicator will remain in its current state for the ignition cycle when the loss occurred. In the event of an Serial Peripheral Interface (SPI) data link failure the Oil Pressure indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pump, Engine > Engine Oil Pressure > Component Information > Specifications Engine Oil Pressure: Specifications Oil Pressure ......................................................................................................................................... .................................. 103 kPa (15 psi at 1100 RPM) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Technical Service Bulletins > Engine - Intake Manifold Inspection/Replacement Intake Manifold: Technical Service Bulletins Engine - Intake Manifold Inspection/Replacement INFORMATION Bulletin No.: 00-06-01-026C Date: February 03, 2010 Subject: Intake Manifold Inspection/Replacement After Severe Internal Engine Damage Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 00-06-01-026B (Section 06 - Engine). When replacing an engine due to internal damage, extreme care should be taken when transferring the intake manifold to the new Goodwrench service engine long block. Internal damage may result in the potential discharge of internal engine component debris in the intake manifold via broken pistons and/or bent, broken, or missing intake valves. After removing the intake manifold from the engine, the technician should carefully inspect all of the cylinder head intake ports to see if the valve heads are still present and not bent. Usually when the valve heads are missing or sufficiently bent, internal engine component debris will be present to varying degrees in the intake port of the cylinder head. If this debris is present in any of the cylinder head intake ports, the intake manifold should be replaced. This replacement is required due to the complex inlet runner and plenum configuration of most of the intake manifolds, making thorough and complete component cleaning difficult and nearly impossible to verify complete removal of debris. Re-installation of an intake manifold removed from an engine with deposits of internal engine component debris may result in the ingestion of any remaining debris into the new Goodwrench service engine. This may cause damage or potential failure of the new service engine. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Technical Service Bulletins > Engine - Intake Manifold Inspection/Replacement > Page 2504 Intake Manifold: Technical Service Bulletins Intake Manifold (Lower) - Revised Installation File In Section: 06 - Engine/Propulsion System Bulletin No.: 02-06-01-014 Date: April, 2002 SERVICE MANUAL UPDATE Subject: Revised Lower Intake Manifold Installation Models: 1996 Buick Regal 1996-1998 Buick Skylark 1996-2002 Buick Century 2002 Buick Rendezvous 1996 Chevrolet Beretta, Corsica, Lumina APV 1996-2001 Chevrolet Lumina 1997-2002 Chevrolet Malibu, Monte Carlo, Venture 2000-2002 Chevrolet Impala 1996-1998 Oldsmobile Achieva 1997-1998 Oldsmobile Cutlass 1996-2002 Oldsmobile Silhouette 1999-2002 Oldsmobile Alero 1996-1998 Pontiac TransSport 1996-2002 Pontiac Grand Am, Grand Prix 1999-2002 Pontiac Montana 2001-2002 Pontiac Aztek with 3.1L or 3.4L Engine (VINs J, M, E RPOs LG8, L82, LA1) This bulletin is being issued to revise Steps 1 and 2 of the Lower Intake Manifold Installation procedure in the Engine Mechanical sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Intake Manifold Installation - Lower Important: All gasket mating surfaces need to be free of oil and foreign material. Use GM P/N 12346139 (in Canada, use GM P/N 10953463) or the equivalent to clean surfaces. 1. Install the intake manifold gaskets. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Technical Service Bulletins > Engine - Intake Manifold Inspection/Replacement > Page 2505 2. Apply small drops (8-10 mm [0.31-0.39 in]) of RTV sealer, GM P/N 12346286 (in Canada, use GM P/N 10953476) or the equivalent to the four corners of the intake manifold to block joint (1). 3. Connect the small drops with a bead of RTV sealer that is between 8-10 mm (0.31-0.39 in) wide and 3.0-5.0 mm (0.12-0.20 in) thick (2). The remaining steps on the original bulletin remain unchanged. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Specifications > Intake Manifold Torque Intake Manifold: Specifications Intake Manifold Torque TIGHTENING SPECIFICATIONS Upper Bolts .......................................................................................................................................... ................................................. 25 Nm (18 ft. lbs.) Notice: The OEM service manual does not provide a torque sequence for the upper intake manifolds. Lower Bolts 1. Tighten lower intake manifold center bolts in sequence to 7 Nm (62 lb in) on first pass. 2. Tighten lower intake manifold center bolts in sequence to 13 Nm (115 lb in) on final pass. 3. Tighten lower intake manifold diagonal bolts in sequence to 13 Nm (115 lb in) on first pass. 4. Tighten lower intake manifold diagonal bolts in sequence to 25 Nm (18 lb ft) on final pass. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Specifications > Intake Manifold Torque > Page 2508 Intake Manifold: Specifications Revised Installation This article has been updated with bulletin No.: 02-06-01-014. REVISED LOWER INTAKE MANIFOLD INSTALLATION Vehicles with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1). IMPORTANT: All gasket mating surfaces need to be free of oil and foreign material. Use GM P/N 12346139 (in Canada, use GM P/N 10953463) or the equivalent to clean surfaces. 1. Install the intake manifold gaskets. 2. Apply small drops (8-10 mm [0.31-0.39 in]) of RTV sealer, GM P/N 12346286 (in Canada, use GM P/N 10953476) or the equivalent to the four corners of the intake manifold to block joint (1). 3. Connect the small drops with a bead of RTV sealer that is between 8-10 mm (0.31 - 0.39 in) wide and 3.0 - 5.0 mm (0.12 - 0.20 in) thick (2). Notice: The OEM service manual does not provide a torque sequence for the upper or lower intake manifolds. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Specifications > Intake Manifold Torque > Page 2509 Intake Manifold: Specifications Throttle Body Torque & Sequence Throttle Body Bolt/Stud ........................................................................................................................ ................................................... 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Diagrams > Upper Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Diagrams > Upper > Page 2512 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Diagrams > Page 2513 Intake Manifold: Description and Operation DESCRIPTION The intake manifold is a two-piece cast aluminum unit. It centrally supports a fuel rail with six fuel injectors. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Testing and Inspection > Upper Intake Manifold: Testing and Inspection Upper 1. Remove the accelerator control cable bracket bolts. 2. Remove the accelerator control cable bracket. 3. Remove the throttle body bolts. 4. Remove the throttle body. 5. Remove the throttle body gasket. 6. Remove the EGR bolts. 7. Remove the EGR tube assembly. 8. Remove the EGR gaskets. 9. Remove the EGR. 10. Clean the gasket surfaces. 11. Clean the manifold bolts. 12. Clean the manifold studs. 13. Install the EGR. 14. Install the EGR gaskets. 15. Install the EGR tube assembly. 16. Install the EGR bolts. 17. Install the throttle body gasket. 18. Install the throttle body. 19. Install the throttle body bolts. 20. Install the accelerator control cable bracket. 21. Install the accelerator control cable bracket bolts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Testing and Inspection > Upper > Page 2516 Intake Manifold: Testing and Inspection Lower 1. Clean the lower intake manifold gasket surfaces. 2. Clean the injector bores. 3. Clean the injector nozzles. 4. Clean the lower intake manifold bolts and studs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Service and Repair > Revised Installation Intake Manifold: Service and Repair Revised Installation This article has been updated with bulletin No.: 02-06-01-014. REVISED LOWER INTAKE MANIFOLD INSTALLATION Vehicles with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1). IMPORTANT: All gasket mating surfaces need to be free of oil and foreign material. Use GM P/N 12346139 (in Canada, use GM P/N 10953463) or the equivalent to clean surfaces. 1. Install the intake manifold gaskets. 2. Apply small drops (8-10 mm [0.31-0.39 in]) of RTV sealer, GM P/N 12346286 (in Canada, use GM P/N 10953476) or the equivalent to the four corners of the intake manifold to block joint (1). 3. Connect the small drops with a bead of RTV sealer that is between 8-10 mm (0.31 - 0.39 in) wide and 3.0 - 5.0 mm (0.12 - 0.20 in) thick (2). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Service and Repair > Revised Installation > Page 2519 Intake Manifold: Service and Repair Intake Manifold Replacement (Engine Overhaul) DISASSEMBLE 1. Remove the coolant outlet assembly bolts. 2. Remove the coolant outlet assembly. 3. Remove the thermostat. 4. Remove the heater inlet pipe nipple. 5. Remove the engine coolant temperature sensor. 6. Remove the intake manifold coolant pipe retaining screw. 7. Carefully pry out the intake manifold coolant pipe from the lower intake manifold. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Service and Repair > Revised Installation > Page 2520 8. Discard the intake manifold coolant pipe. ASSEMBLE 1. Apply sealant GM P/N 12345493 to the end of a new intake manifold coolant pipe. 2. Install the intake manifold coolant pipe using the Intake Manifold Coolant Pipe Installer. 3. Lightly tap the intake manifold coolant pipe into the bore of the lower intake manifold. 4. Apply sealer GM P/N 1052080 to the threads of the engine coolant temperature sensor. 5. Install the engine coolant temperature sensor. Tighten the engine coolant temperature sensor to 23 Nm (17 ft. lbs.). See Cooling System. 6. Apply sealer GM P/N 1052080 to the threads of the heater inlet pipe nipple. 7. Install the heater inlet pipe nipple. Tighten the heater inlet pipe nipple to 30 Nm (22 ft. lbs.). 8. Install the thermostat. See Cooling System. 9. Install the coolant outlet. 10. Install the coolant outlet assembly bolts. Tighten the coolant outlet assembly bolts to 25 Nm (18 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Service and Repair > Revised Installation > Page 2521 Intake Manifold: Service and Repair Upper Intake Manifold Replacement TOOL REQUIRED ^ J28467-360 Engine Support Fixture REMOVAL 1. Disconnect the negative battery cable. 2. Depressurize the fuel system. See Fuel Pressure Release Procedure. 3. Remove the top half of the air cleaner assembly. 4. Drain and recover the cooling system. See Cooling System. 5. Remove the EGR pipe from the exhaust manifold. See Exhaust System. 6. Remove the drive belt. 7. Remove the brake vacuum pipe at the plenum. 8. Remove the power steering lines at the generator bracket. 9. Remove the generator. See Starting and Charging. 10. Remove the secondary ignition wires from the spark plugs. 11. Remove the secondary ignition wires from the harness at the plenum. 12. Remove the following components at the same time: ^ Electronic ignition coil and module assembly ^ EVAP canister purge solenoid 13. Remove the following upper engine wiring connectors: ^ Throttle Position (TP) sensor ^ IAC sensor ^ Injector harness ^ Engine Coolant Temperature (ECT) sensor ^ MAP sensor ^ Camshaft Position (CMP) sensor 14. Remove the following vacuum lines: ^ Vacuum Modulator ^ Fuel Pressure Regulator Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Service and Repair > Revised Installation > Page 2522 ^ PCV 15. Remove the MAP sensor from the upper intake manifold. 16. Remove the upper intake manifold bolts. 17. Remove the upper intake manifold. INSTALLATION 1. Install the upper intake manifold. Notice: The OEM service manual does not provide a torque sequence for the upper intake manifold. 2. Install the upper intake manifold bolts. Tighten the bolts to 25 Nm (18 ft. lbs.). 3. Install the MAP sensor. 4. Connect the following vacuum lines: ^ Vacuum Modulator ^ Fuel Pressure Regulator ^ PCV 5. Install the following upper engine wiring connectors: ^ TP sensor ^ IAC ^ Injector harness ^ ECT sensor ^ MAP sensor ^ CMP sensor 6. Install the following components: ^ EVAP canister purge solenoid ^ Electronic ignition coil and module assembly 7. Install the generator. See Starting and Charging. 8. Install the power steering line at the generator bracket. 9. Install the drive belt. 10. Install the secondary ignition wires to the spark plugs. 11. Install the secondary ignition wires to the harness at the plenum. 12. Install the EGR pipe to the exhaust manifold. 13. Install the following items to the throttle body: ^ Throttle body cable ^ Cruise control cable 14. Install the top half of the air cleaner assembly. 15. Install the brake vacuum pipe. 16. Install the cables to the throttle body. 17. Fill the cooling system. See Cooling System. 18. Connect the negative battery cable. 19. Inspect for proper fluid levels. 20. Check for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Service and Repair > Revised Installation > Page 2523 Intake Manifold: Service and Repair Lower Intake Manifold Replacement TOOL REQUIRED ^ J 28467-360 Engine Support Fixture REMOVAL 1. Disconnect the negative battery cable. 2. Depressurize the fuel system. See Fuel Pressure Release Procedure. 3. Remove the top half of the air cleaner assembly. 4. Drain and recover the cooling system. See Cooling System. 5. Remove the EGR pipe from the exhaust manifold. 6. Remove the drive belt. 7. Remove the brake vacuum pipe at the plenum. 8. Remove the power steering lines at the generator bracket. 9. Remove the generator. See Starting and Charging. 10. Remove the secondary ignition wires from the spark plugs. 11. Remove the secondary ignition wires from the harness at the plenum. 12. Remove the following components at the same time: ^ Electronic ignition coil and module assembly ^ EVAP canister purge solenoid 13. Remove the following upper engine wiring connectors: ^ Throttle Position (TP) sensor ^ IAC sensor ^ Injector harness ^ Engine Coolant Temperature (ECT) sensor ^ MAP sensor ^ Camshaft Position (CMP) sensor 14. Remove the following vacuum lines: ^ Vacuum Modulator Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Service and Repair > Revised Installation > Page 2524 ^ Fuel Pressure Regulator ^ PCV 15. Remove the, MAP sensor from the upper intake manifold. 16. Remove the upper intake manifold bolts. 17. Remove the upper intake manifold. 18. Remove the fuel lines at the fuel rail and the bracket. 19. Install the Engine Support Fixture. 20. Remove the engine mount assembly. 21. Remove the power steering mounting bolts. Support the pump aside. See Steering and Suspension. 22. Remove the coolant inlet pipe from the coolant outlet housing. See Cooling System. 23. Remove the coolant by-pass at the coolant pump and the cylinder head. See Cooling System. 24. Remove the radiator hose at the coolant outlet housing. 25. Remove the coolant outlet housing. See Cooling System. 26. Remove both of the valve rocker covers. NOTE: Retain the washers in the same orientation on the center bolts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Service and Repair > Revised Installation > Page 2525 27. Remove the lower intake manifold bolts. 28. Remove the lower intake manifold. 29. Loosen the rocker arms. Important: Keep the pushrods in order. The pushrods must be installed in the original position. 30. Remove the pushrods. 31. Remove the intake gasket. 32. Inspect the flatness of the inlet flanges. 33. Clean the following items: ^ Gasket material from the mating surfaces ^ Excess RTV sealant from the front and the rear ridges of the cylinder ^ Block ^ Sealing surfaces with degreaser INSTALLATION 1. Place a 2-3 mm bead of GM RTV sealer P/N 1052917, or equivalent on each ridge where the front and the rear of the intake manifold contact the block. 2. Install the intake manifold gasket. 3. Install the rocker arm bolts. Tighten the bolts to 14 Nm (124 inch lbs.) + 30°. 4. Install the pushrods. a. Install the pushrods in their original location. b. Coat the ends of the pushrods with prelube GM P/N 1052356, or equivalent. c. Intake pushrods are marked yellow and are 5 3t4 in long. d. Exhaust pushrods are marked green and are 6 in long. e. Ensure that the pushrods seat in the lifter. 5. Install the lower intake manifold. 6. Install the lower intake manifold bolts. Apply sealant GM P/N 12345739 to the threads of the bolts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Service and Repair > Revised Installation > Page 2526 1. Tighten lower intake manifold center bolts in sequence to 7 Nm (62 lb in) on first pass. 2. Tighten lower intake manifold center bolts in sequence to 13 Nm (115 lb in) on final pass. 3. Tighten lower intake manifold diagonal bolts in sequence to 13 Nm (115 lb in) on first pass. 4. Tighten lower intake manifold diagonal bolts in sequence to 25 Nm (18 lb ft) on final pass. 7. Install the front valve rocker cover. 8. Install the coolant outlet housing. See Cooling System. 9. Install the radiator hose to the thermostat housing. 10. Install the coolant inlet pipe to the thermostat housing. 11. Install the coolant by-pass pipe- at the coolant pump and the cylinder head. See Cooling System. 12. Install the power steering pump. See Steering and Suspension. 13. Loosely, install the drive belt. 14. Install the engine mount assembly. 15. Remove the engine support fixture. 16. Install the fuel lines to the fuel rail and the bracket. 17. Install the upper intake manifold. 18. Install the upper intake manifold bolts. Tighten the bolts to 25 Nm (18 ft. lbs.). Notice: The OEM service manual does not provide a torque sequence for the upper intake manifolds. 19. Install the MAP sensor. 20. Connect the following vacuum lines: ^ Vacuum Modulator ^ Fuel Pressure Regulator ^ PCV 21. Install the following upper engine wiring connectors: ^ TP sensor ^ IAC ^ Injector harness ^ ECT sensor ^ MAP sensor ^ CMP sensor 22. Install the following components: ^ EVAP canister purge solenoid ^ Electronic ignition coil and module assembly 23. Install the generator. See Starting and Charging. 24. Install the power steering line at the generator bracket. 25. Install the drive belt. 26. Install the secondary ignition wires to the spark plugs. 27. Install the secondary ignition wires to the harness at the plenum. 28. Install the EGR pipe to the exhaust manifold. 29. Install the following items to the throttle body: ^ Throttle body cable ^ Cruise control cable 30. Install the top half of the air cleaner assembly. 31. Install the brake vacuum pipe. 32. Install the cables to the throttle body. 33. Fill the cooling system. See Cooling System. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Service and Repair > Revised Installation > Page 2527 34. Connect the negative battery cable. 35. Inspect for proper fluid levels. 36. Check for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Lamps and Indicators - Engine > Oil Level Warning Indicator > Component Information > Description and Operation Oil Level Warning Indicator: Description and Operation The Check Oil indicator (amber) will be illuminated when the Powertrain Control Module (PCM) reads the Oil Level Switch and transmits a Class 2 message to the Body Function Controller (BFC) indicating there is a Low Oil Level Condition. The Body Function Controller (BFC) will then command the Check Oil indicator ON over the Serial Peripheral Interface (SPI) interface to the Instrument Cluster. If the Low Oil Level option is false all Class 2 activity on the part of the Body Function Controller (BFC) will stop. The Body Function Controller (BFC) will not send out any request for the Low Oil Level condition command and will not issue a Low Oil Level condition report. In the event of a loss of Body Function Controller (BFC) or Powertrain Control Module (PCM) Class 2 serial data the Check Oil indicator will not illuminate unless the indicator was illuminated when the event occurred. In the event of an Serial Peripheral interface (SPI) data link failure, the Check Oil indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Lamps and Indicators - Engine > Oil Pressure Warning Lamp/Indicator > Component Information > Description and Operation Oil Pressure Warning Lamp/Indicator: Description and Operation The Oil Pressure indicator (red) will be illuminated when the Powertrain Control Module (PCM) transmits a Class 2 message to the Body Function Controller (BFC) indicating there is a Low Oil Pressure condition. The Body Function Controller (BFC) will then command the Oil Pressure indicator ON over the Serial Peripheral Interface (SPI) interface to the Instrument Cluster. In the event of a loss of Class 2 serial data the Oil Pressure indicator will not illuminate unless the indicator was illuminated when the event occurred. That is the indicator will remain in its current state for the ignition cycle when the loss occurred. In the event of an Serial Peripheral Interface (SPI) data link failure the Oil Pressure indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: Customer Interest Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2544 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2545 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2546 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2547 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2548 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2549 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2550 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 87-60-02A > Jul > 98 > Engine - Oil Odors Crankshaft Main Bearing Seal: Customer Interest Engine - Oil Odors File In Section: 6 - Engine Bulletin No.: 87-60-02A Date: July, 1998 Subject: Engine Oil Odor (Replace Rear Main Bearing Seal) Models: 1990-96 Buick Regal 1994-97 Buick Skylark 1994-98 Buick Century 1990-94 Chevrolet Cavalier 1990-95 Chevrolet Camaro 1990-96 Chevrolet Beretta, Corsica, APV 1990-98 Chevrolet Lumina 1995-98 Chevrolet Monte Carlo 1997-98 Chevrolet Malibu, Venture 1990-97 Oldsmobile Cutlass Supreme 1990-98 Oldsmobile Silhouette 1994-96 Oldsmobile Cutlass Ciera 1994-97 Oldsmobile Achieva 1997-98 Oldsmobile Cutlass 1990-94 Pontiac Sunbird 1990-95 Pontiac Firebird 1990-98 Pontiac Grand Prix, Trans Sport 1994-98 Pontiac Grand Am with 3.1L, 3100, 3.4L, 3400 Engines (VINs T, D, X, M, E, S - RPOs LH0, LG6, L01, L82, LA1, L32) This bulletin is being revised to correct the model usage and part number. Please discard Corporate Bulletin Number 87-60-02 (Section 6 - Engine). Condition Some of the above listed V6 engines may, on a very infrequent basis, have an oil odor condition that is generally encountered after the engine's oil has been changed. Typically the odor lasts approximately 1000 miles after the change of oil and then does not reappear until the next change of oil. Cause This condition may be caused by a reaction taking place between the engine oil additive package and the grease used on the engine's crankshaft rear main oil seal. Correction Verify that the engine does not have any external oil leaks. This can be accomplished by using the methods outlined in the appropriate Service Manual. If normal diagnostics are unable to establish the source of the oil odor, replace the crankshaft rear main oil seal. Before installing the seal, remove the grease from the seal and lightly coat the lip area of the seal with clean engine oil. Parts Information P/N Description Qty 14085829 Crankshaft, rear main bearing seal 1 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 87-60-02A > Jul > 98 > Engine - Oil Odors > Page 2555 Labor Operation Description Labor Time J1120 Seal, Crankshaft Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: All Technical Service Bulletins Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2561 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2562 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2563 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2564 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2565 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2566 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 2567 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 87-60-02A > Jul > 98 > Engine - Oil Odors Crankshaft Main Bearing Seal: All Technical Service Bulletins Engine - Oil Odors File In Section: 6 - Engine Bulletin No.: 87-60-02A Date: July, 1998 Subject: Engine Oil Odor (Replace Rear Main Bearing Seal) Models: 1990-96 Buick Regal 1994-97 Buick Skylark 1994-98 Buick Century 1990-94 Chevrolet Cavalier 1990-95 Chevrolet Camaro 1990-96 Chevrolet Beretta, Corsica, APV 1990-98 Chevrolet Lumina 1995-98 Chevrolet Monte Carlo 1997-98 Chevrolet Malibu, Venture 1990-97 Oldsmobile Cutlass Supreme 1990-98 Oldsmobile Silhouette 1994-96 Oldsmobile Cutlass Ciera 1994-97 Oldsmobile Achieva 1997-98 Oldsmobile Cutlass 1990-94 Pontiac Sunbird 1990-95 Pontiac Firebird 1990-98 Pontiac Grand Prix, Trans Sport 1994-98 Pontiac Grand Am with 3.1L, 3100, 3.4L, 3400 Engines (VINs T, D, X, M, E, S - RPOs LH0, LG6, L01, L82, LA1, L32) This bulletin is being revised to correct the model usage and part number. Please discard Corporate Bulletin Number 87-60-02 (Section 6 - Engine). Condition Some of the above listed V6 engines may, on a very infrequent basis, have an oil odor condition that is generally encountered after the engine's oil has been changed. Typically the odor lasts approximately 1000 miles after the change of oil and then does not reappear until the next change of oil. Cause This condition may be caused by a reaction taking place between the engine oil additive package and the grease used on the engine's crankshaft rear main oil seal. Correction Verify that the engine does not have any external oil leaks. This can be accomplished by using the methods outlined in the appropriate Service Manual. If normal diagnostics are unable to establish the source of the oil odor, replace the crankshaft rear main oil seal. Before installing the seal, remove the grease from the seal and lightly coat the lip area of the seal with clean engine oil. Parts Information P/N Description Qty 14085829 Crankshaft, rear main bearing seal 1 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 87-60-02A > Jul > 98 > Engine - Oil Odors > Page 2572 Labor Operation Description Labor Time J1120 Seal, Crankshaft Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Page 2573 Crankshaft Main Bearing Seal: Service and Repair TOOL REQUIRED ^ J 28467-360 Engine Support Fixture ^ J 28467-90 Engine Support Fixture Adapters ^ J 34686 Rear Main Bearing Oil Seal Installer REMOVAL 1. Disconnect the negative battery cable. 2. Install the Engine Support Fixture and the Engine Support Fixture Adapters and the Rear Main Bearing Oil Seal Installer. 3. Remove the transmission. See Transmission and Drivetrain. 4. Remove the flex plate. See Transmission and Drivetrain. 5. Confirm that there is a rear main seal leak. CAUTION: Make sure that you do not damage the crankshaft O.D. surface or the chamfer with the pry tool. 6. Insert a screwdriver or a similar tool through the dust lip at an angle. 7. Pry the seal out by moving the handle of the tool towards the end of the crankshaft pilot. Pry around the seal as required until the seal is removed. 8. Check the I.D. of bore for nicks or burrs. Repair the bore if necessary. 9. Inspect the crankshaft for burrs or nicks on the sealing surfaces. Repair or replace the crankshaft as needed. INSTALLATION 1. Apply engine oil to the I.D. and the O.D. of the new seal. 2. Slide the new seal over the mandrel until the back of the seal bottoms squarely against the collar of the tool. 3. Install the crankshaft rear oil seal. a. Align the dowel pin of the Rear Main Bearing Oil Seal Installer with the dowel pin in the crankshaft. b. Attach the Rear Main Bearing Oil Seal Installer to the crankshaft by hand or tighten attaching screws to 35 Nm (45 inch lbs.). c. Turn the T handle of the Rear Main Bearing Oil Seal Installer so that the collar pushes the seal into the bore. Turn the handle until the collar is tight against the case. Ensure that the seal is seated properly. d. Loosen the T handle of the Rear Main Bearing Oil Seal Installer until it comes to a stop. Ensure that the collar is in the proper position to install another new seal. e. Remove the attaching screws. f. Check the seal. Ensure that the seal is seated squarely in the bore. 4. Install the flex plate. 5. Install the transmission. See Transmission and Drivetrain. 6. Remove the Engine Support Fixture and the Engine Support Fixture Adapters and the Rear Main Bearing Oil Seal Installer. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Page 2574 8. Check for proper fluid levels. 9. Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: Customer Interest Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 2583 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 2584 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 2585 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 2586 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: All Technical Service Bulletins Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 2592 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 2593 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 2594 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 2595 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Page 2596 Front Crankshaft Seal: Service and Repair TOOL REQUIRED ^ J 35468 Crankshaft Seal Installer and Centering Tool REMOVAL 1. Disconnect the negative battery cable. 2. Raise the vehicle. Support the vehicle. 3. Remove the right front tire and wheel assembly. 4. Remove the right splash shield. See Body and Frame. 5. Remove the crankshaft balancer. CAUTION: Be careful not to damage the crankshaft. 6. Remove the crankshaft key from the keyway. 7. Pry out the oil seal. Use a tool such as a large screwdriver. 8. Inspect the following items for scratches: ^ Front cover ^ Crankshaft INSTALLATION 1. Lubricate the oil seal with clean engine oil. 2. Insert the oil seal into the front cover with the lip facing the engine. Use the Crankshaft Seal Installer and Centering Tool. 3. Install the crankshaft key into the keyway. 4. Install the crankshaft balancer. 5. Install the right splash shield. See Body and Frame. 6. Install the right front tire and wheel assembly. 7. Lower the vehicle. 8. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Valve Guide Seal > Component Information > Service and Repair Valve Guide Seal: Service and Repair TOOL REQUIRED ^ J 22794 Spark Plug Port Adapter ^ J 5892-D Valve Spring Compressor ^ J 38606 Valve Spring Compressor REMOVAL 1. Disconnect the negative battery cable. 2. Remove the valve rocker cover. 3. Remove the spark plug. See Powertrain Management. 4. Remove the rocker arm. 5. Install the Spark Plug Port Adapter to the spark plug port. 6. Apply compressed air in order to hold the valves in place. 7. Compress the valve spring. Use the Valve Spring Compressor or the Valve Spring Compressor. 8. Measure the following items: ^ Valve locks ^ Valve cap ^ Valve spring 9. Remove the valve stem oil seal. INSTALLATION 1. Install the valve stem oil seal. Use the plastic sleeve provided. Press the oil seal over the valve guide boss. 2. Assemble the following items: ^ Spring seat ^ Valve spring ^ Valve cap 3. Compress the valve spring. Use the Valve Spring Compressor or the Valve Spring Compressor. 4. Install the valve locks. Hold the valve locks in place with grease if needed. 5. Release the valve spring. Ensure that the valve locks are seated. 6. Install the spark plug. See Powertrain Management. 7. Install the rocker arm. 8. Install the valve rocker cover. 9. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Level Sensor > Component Information > Specifications Oil Level Sensor: Specifications TIGHTENING SPECIFICATIONS Sensor Screw ...................................................................................................................................... ............................................ 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Level Sensor > Component Information > Specifications > Page 2604 Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Level Sensor > Component Information > Specifications > Page 2605 Engine Oil Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Level Sensor For ECM > Component Information > Specifications Oil Level Sensor For ECM: Specifications Engine Oil Level Switch ....................................................................................................................... ............................................. 17-27 Nm (13-20 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Level Sensor For ECM > Component Information > Specifications > Page 2609 Oil Level Sensor For ECM: Description and Operation Engine Oil Level Sensor The PCM monitors the Engine Oil Level Sensor signal at start-up to determine if engine oil level is OK. If the PCM determines that a low oil level condition exists, the PCM will illuminate the Low Oil Level indicator lamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Level Sensor For ECM > Component Information > Specifications > Page 2610 Oil Level Sensor For ECM: Service and Repair Engine Oil Level Sensor REMOVAL PROCEDURE 1. Raise the vehicle. 2. Drain the engine oil. 3. Disconnect the electrical connector from Engine Oil Level Switch 4. Remove the Engine Oil Level Switch from the oil pan. INSTALLATION PROCEDURE 1. Install the Engine Oil Level Switch. Tighten Switch to 17-27 Nm (13-20 lb. ft.). 2. Lower the vehicle. 3. Add the engine oil to the correct level. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure Sensor > Component Information > Locations > Page 2614 Engine Oil Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation Oil Pressure Switch (For Fuel Pump): Description and Operation PURPOSE The fuel pump and engine oil pressure indicator switch has two functions, to indicate low engine oil pressure and to supply battery voltage to the fuel pump in the event the fuel pump relay fails. OPERATION The Powertrain Control Module (PCM) checks the engine oil pressure continuously. If the oil pressure switch indicates low oil pressure at any time, the PCM will send information through serial data to the instrument cluster to turn "ON" the "Low Oil Pressure" telltale. The oil pressure portion of the switch has normally closed contacts that open on an increasing oil pressure of 41 kPa (6 psi) or less, and close on a decreasing pressure of 14 (2 psi). When the switch is closed, the oil pressure signal is sent to the PCM, which in turn sends the information to the instrument cluster through serial data. The oil pressure lamp on the instrument cluster is then illuminated. The fuel pump portion of the switch has a normally open contact that closes when increasing oil pressure of 41 kPa (6 psi) or less, and opens when decreasing pressure of 14 (2 psi). In the event the fuel pump relay fails, battery voltage is supplied to the fuel pump through the closed contacts from the switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation > Page 2618 Oil Pressure Switch (For Fuel Pump): Service and Repair Engine Oil Pressure Switch Removal Procedure 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Disconnect the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure sensor. Installation Procedure 1. Install the engine oil pressure sensor. 2. Tighten the oil pressure sensor to 16 Nm. 3. Connect the electrical connector to the engine oil pressure sensor. 4. Lower the vehicle. 5. Reconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Camshaft Gear/Sprocket > Component Information > Specifications > Cam Gear Torque Specifications Camshaft Gear/Sprocket: Specifications Cam Gear Torque Specifications Camshaft Sprocket Bolt ....................................................................................................................... ................................................. 140 Nm (103 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Camshaft Gear/Sprocket > Component Information > Specifications > Cam Gear Torque Specifications > Page 2624 Camshaft Gear/Sprocket: Specifications Tightening Specifications Sprocket Bolt ....................................................................................................................................... ................................................... 110 Nm (81 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Crankshaft Gear/Sprocket > Component Information > Specifications > Crankshaft Gear/Hub Torque Specifications Crankshaft Gear/Sprocket: Specifications Crankshaft Gear/Hub Torque Specifications Balancer Bolt ....................................................................................................................................... .................................................... 103 Nm (76 ft lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Crankshaft Gear/Sprocket > Component Information > Specifications > Crankshaft Gear/Hub Torque Specifications > Page 2629 Crankshaft Gear/Sprocket: Specifications Crankshaft Pully/Hub Torque Specification Crankshaft Balancer Bolt ..................................................................................................................... ................................................... 103 Nm (76 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Belt > Component Information > Service and Repair Timing Belt: Service and Repair GM does not specify if this engine is an interference engine or not. To be safe, always observe the following precautions. If cylinder head is installed on the cylinder block: - DO NOT turn the crankshaft or camshaft if the timing belt/chain is not installed or if the camshaft timing has not been confirmed to be correct. - DO NOT rotate engine backwards. - If a broken or "jumped" timing belt/chain is suspected, DO NOT use the starter to crank the engine. - If a "catch" is felt when rotating the engine by hand, DO NOT attempt force the engine to rotate past the "catch". If cylinder head is removed (overhead cam engines): - Do not set cylinder head on a flat surface with combustion chamber down. When re-installing a cylinder head: - Confirm that the crankshaft AND camshaft gears align with their respective timing marks or confirm that all shafts are set to TDC for cylinder # 1 BEFORE placing the cylinder head onto the cylinder block. If the timing chain/belt has broken of "jumped time" with the engine running, always check for bent valves by pressurizing each cylinder with air with it's valves in the closed position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Chain > Component Information > Service and Repair > Note Concerning Interference Engines Timing Chain: Service and Repair Note Concerning Interference Engines GM does not specify if this engine is an interference engine or not. To be safe, always observe the following precautions. If cylinder head is installed on the cylinder block: - DO NOT turn the crankshaft or camshaft if the timing belt/chain is not installed or if the camshaft timing has not been confirmed to be correct. - DO NOT rotate engine backwards. - If a broken or "jumped" timing belt/chain is suspected, DO NOT use the starter to crank the engine. - If a "catch" is felt when rotating the engine by hand, DO NOT attempt force the engine to rotate past the "catch". If cylinder head is removed (overhead cam engines): - Do not set cylinder head on a flat surface with combustion chamber down. When re-installing a cylinder head: - Confirm that the crankshaft AND camshaft gears align with their respective timing marks or confirm that all shafts are set to TDC for cylinder # 1 BEFORE placing the cylinder head onto the cylinder block. If the timing chain/belt has broken of "jumped time" with the engine running, always check for bent valves by pressurizing each cylinder with air with it's valves in the closed position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Chain > Component Information > Service and Repair > Note Concerning Interference Engines > Page 2637 Timing Chain: Service and Repair Timing Chain Replacement TOOL REQUIRED ^ J 5825-A Crankshaft Gear Puller ^ J 38612 Crankshaft Sprocket Installer REMOVAL 1. Disconnect the negative battery cable. 2. Drain the coolant. Recover the coolant. See Cooling System. 3. Remove the crankcase front cover. 4. Place the #1 piston at top dead center (#4 firing position). Align the mark on the camshaft sprocket with the timing mark on the bottom of the timing chain dampener. 5. Remove the camshaft sprocket bolt. 6. Remove the camshaft sprocket. 7. Remove the timing chain. NOTE: If the sprocket does not come off easily, a light blow on the lower edge of the sprocket (with a plastic mallet) should dislodge the sprocket. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Chain > Component Information > Service and Repair > Note Concerning Interference Engines > Page 2638 8. Remove the crankshaft sprocket. Use the Crankshaft Gear Puller. INSTALLATION 1. Install the crankshaft sprocket. Use the Crankshaft Sprocket Installer. 2. Apply GM EOS P/N 1052367 or its equivalent to the sprocket thrust surface. 3. Install the chain dampener to the cylinder block. 4. Align the timing mark on the crankshaft sprocket to the mark on the bottom of the chain dampner. 5. Hold the sprocket with the chain hanging down. 6. Install the timing chain to the crankshaft gear. 7. Align the centerline of the locator hole, on the camshaft gear, with the timing mark on the top of the timing chain dampener. 8. Align the dowel in the camshaft with the dowel hole in the camshaft sprocket. 9. Use the mounting bolts in order to draw the camshaft sprocket onto the camshaft. Tighten the mounting bolts to 100 Nm (74 ft. lbs.). 10. Lubricate the timing chain with engine oil. 11. Install the crankcase front cover. 12. Fill the cooling system. See Cooling System. 13. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel Pressure > Fuel Pressure Test Port > Component Information > Locations Fuel Pressure Test Port: Locations The Fuel Pressure Test Port is located on the fuel rail. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > By Symptom for Idle Speed: > 77-65-17 > Jul > 97 > PROM Unstable Engine Idle Idle Speed: By Symptom PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > By Symptom for Idle Speed: > 77-65-17 > Jul > 97 > PROM Unstable Engine Idle > Page 2652 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > Customer Interest for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Idle Speed: Customer Interest PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > Customer Interest for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 2658 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > All Technical Service Bulletins for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Idle Speed: All Technical Service Bulletins PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > All Technical Service Bulletins for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 2664 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > Page 2665 Idle Speed: Specifications Information not supplied by the manufacturer. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 2675 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 2681 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Page 2682 Air Filter Element: Service and Repair Air Intake Resonator Removal Procedure 1. Remove the attaching bolt. 2. Remove retainer from resonator. 3. Remove the air intake resonator. Installation Procedure 1. Install resonator to vehicle. 2. Connect retainer to the air intake resonator. 3. Install attaching bolt to the resonator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel Filter > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair Tool Required: J 3473-1A, Fuel Pressure Gauge 1. Disconnect the negative battery terminal to avoid possible fuel discharge if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect Fuel Pressure Gauge J 34730-1A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Firing Order > Component Information > Specifications > Ignition Firing Order Firing Order: Specifications Ignition Firing Order Firing Order ......................................................................................................................................... ............................................................... 1-2-3-4-5-6 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Ignition Timing > Number One Cylinder > Component Information > Locations > Number 1 Cylinder Location Number One Cylinder: Locations Number 1 Cylinder Location NUMBER ONE CYLINDER LOCATION Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Ignition Timing > Timing Marks and Indicators > System Information > Locations Timing Marks and Indicators: Locations The ignition timing is completely controlled by the Powertrain Control Module (PCM). No timing reference marks are provided. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications Ignition Cable: Specifications Spark Plug Wire Resistance .............................................................................................................................................................. Less than 30,000 Ohms. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 2702 Ignition Cable: Locations Spark Plug Wiring Spark Plug Wiring Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 2703 Ignition Cable: Service Precautions Silicone spark plug boots form a tight seal to the spark plugs. The boot should be twisted 1/2 turn while removing. DO NOT pull on the wire to remove it from a spark plug. Pull on the boot, or use a tool designed for this purpose. Care should also be exercised when connecting a timing light or other pick-up equipment. DO NOT force anything between the boot and wiring, or through the silicone jacket. Connections should be made in parallel using an adapter. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 2704 Ignition Cable: Description and Operation Description The spark plug wiring used is a carbon impregnated cord conductor encased in a 7 mm (9/32 inch) diameter silicone rubber jacket. The silicone wiring will withstand very high temperatures and also provides an excellent insulator for the higher voltage of the ignition system. The silicone spark plug boots form a tight seal on the plug and THE BOOT SHOULD BE TWISTED ONE-HALF TURN WHILE REMOVING. Care should also be exercised when connecting a timing light or other pick-up equipment. Do not force anything between the boot and wiring, or through the silicone jacket. Connections should be made in parallel using an adapter. DO NOT pull on the wire to remove. Pull on the boot, or use a tool designed for this purpose. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 2705 Ignition Cable: Service and Repair Spark Plug Wiring When replacing spark plug cables (secondary wiring), route the cables correctly and through the proper retainers. Use care when unlocking retainers. Failure to route the cables properly can lead to radio ignition noise and cross-firing of the plugs, or shorting of the leads to ground. The silicone spark plug boots form a tight seal on the plug and THE BOOT SHOULD BE TWISTED ONE-HALF TURN WHILE REMOVING. Refer to illustrations for spark plug cable routing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Specifications > Spark Plug Gap Spark Plug: Specifications Spark Plug Gap 0.060 in Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Specifications > Spark Plug Gap > Page 2710 Spark Plug: Specifications Spark Plug Torque 20 lb. ft. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Technician Safety Information Spark Plug: Technician Safety Information WARNING: If you smoke while handling coated spark plugs, wear gloves to prevent transfer of coating to cigarette and subsequent burning of coating. Always wash hands after handling coated plugs. CAUTION: Observe service precautions: - Allow engine to cool BEFORE removing spark plugs. Attempting to remove spark plugs from a hot engine may cause plug to seize, causing damage to cylinder head threads. - Clean spark plug recess area BEFORE removing plug. Failure to do so can result in engine damage due to dirt or foreign material entering cylinder head, or in contamination of cylinder head threads. Contaminated threads may prevent proper seating of new plug. - Use only spark plugs specified for use in the vehicle. DO NOT install spark plugs that are either "hotter" or "colder" than those specified for the vehicle. Installing plugs of another type can severely damage the engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Technician Safety Information > Page 2713 Spark Plug: Vehicle Damage Warnings WARNING: If you smoke while handling coated spark plugs, wear gloves to prevent transfer of coating to cigarette and subsequent burning of coating. Always wash hands after handling coated plugs. CAUTION: Observe service precautions: ^ Allow engine to cool BEFORE removing spark plugs. Attempting to remove spark plugs from a hot engine may cause plug to seize, causing damage to cylinder head threads. ^ Clean spark plug recess area BEFORE removing plug. Failure to do so can result in engine damage due to dirt or foreign material entering cylinder head, or in contamination of cylinder head threads. Contaminated threads may prevent proper seating of new plug. ^ Use only spark plugs specified for use in the vehicle. DO NOT install spark plugs that are either "hotter" or "colder" than those specified for the vehicle. Installing plugs of another type can severely damage the engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 2714 Spark Plug: Application and ID Note: Use recommended part or one of equivalent quality. AC Type: 41-940 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 2715 Spark Plug: Description and Operation CAUTION: This engine has aluminum cylinder heads. Allow the engine to cool before removing spark plugs, or the spark plug threads in the cylinder head may be damaged. DESCRIPTION This engine uses tapered seat resistor type spark plugs without gaskets. Always replace plugs with the same spark plug as listed. OPERATION Normal service is assumed to be a mixture of idling, slow speed, and high speed driving. Occasional or intermittent highway driving is needed for good spark plug performance because it gives increased combustion heat that bums away any excess deposits of carbon or oxides that have built up from frequent idling or continual stop-and-go driving. Spark plugs are protected by an insulating boot made of special heat-resistant material which covers the spark plug terminal and extends downward over a portion of the plug insulator. These boots prevent flash-over which causes engine mis-firing. Do not mistake corona discharge for flash-over or a shorted insulator. Corona is a steady blue light appearing around the insulator, just above the shell crimp. It is the visible evidence of a high-tension field, and has no effect on ignition performance. Usually it can be detected only in darkness. This discharge may repel dust particles, leaving a clear ring on the insulator just above the shell. This ring is sometimes mistakenly regarded as evidence that combustion gases have blown out between shell and insulator. Spark plugs must operate within certain temperature limits if they are to provide the performance and service life expected. The spark plug selected for an engine is based on the normal service which the engine was designed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 2716 Spark Plug: Testing and Inspection Worn or dirty plugs may give satisfactory operation at idling speed, but under operating conditions they frequently fail. Faulty plugs are indicated in a number of ways: poor fuel economy, power loss, loss of speed, hard starting and general poor engine performance. Spark plugs may also fail due to carbon fouling, excessive gap, or a broken insulator. Fouled plugs Fouled plugs are identified by black carbon deposits. The black deposits are usually the result of slow-speed driving and short runs where sufficient engine operating temperature is seldom reached. Worn pistons, rings, faulty ignition, over-rich air/fuel mixture and spark plugs which are too cold will also result in carbon deposits. Excessive gap Excessive gap wear, on plugs of low mileage, usually indicates the engine is operating at high speeds or loads that are consistently greater than normal or that a plug which is too hot is being used. Electrode wear may also be the result of plug overheating, caused by combustion gases leaking past the threads, due to insufficient spark plug torque or too much spark plug torque. An excessively lean air/fuel mixture will also result in excessive electrode wear. Broken insulator Broken insulators are usually the result of improper installation or carelessness when regapping the plug. Broken upper insulators usually result from a poor fitting wrench or an outside impact. The cracked insulator may not show up right away, but will as soon as oil or moisture penetrates the crack. The crack is usually just below the crimped part of the shell and may not be visible. Broken lower insulators usually result from carelessness when regapping and generally are visible. This type of break may result from the plug operating too "hot," which may happen in periods of high-speed operation or under heavy loads. When regapping a spark plug, always make the gap adjustment by bending the ground (side) electrode. Spark plugs with broken insulators should always be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 2717 Spark Plug: Service and Repair Spark Plug Wiring Notice: To avoid engine damage, do not remove spark plugs when engine is warm. Use care when removing spark plug wire boots from spark plugs. Twist the boot one-half turn while removing, and pull on THE BOOT ONLY to remove the wire. Remove or Disconnect 1. Ignition key OFF. 2. Remove foreign material from around the spark plug holes. 3. Remove the spark plugs using a spark plug socket. Install or Connect 1. Adjust spark plug gap using a round wire type spark plug gap gage. WHILE GAPPING PLUG BE SURE TO KEEP THE PLATINUM PADS ALIGNED TO ENSURE MAXIMUM PLUG LIFE. Refer to Specifications for gap specifications. 2. Install new plugs and tighten properly. Tighten ^ Sparkplugs to 20 Nm (15 lb ft). ^ Reapply dielectric lubricant to insulator boot. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Compression Check > System Information > Specifications Compression Check: Specifications The lowest reading cylinder should not be less than 70% of the highest and no cylinder reading should be less than 689 kPa (100 psi). Perform compression test with engine at normal operating temperature, spark plugs removed and throttle wide open. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Compression Check > System Information > Specifications > Page 2721 Compression Check: Testing and Inspection TOOL REQUIRED ^ J 38722 Compression Tester A compression pressure test of the engine cylinders determines the condition of the rings, the valves and the head gasket. CAUTION: This engine has aluminum cylinder heads. Allow the engine to cool before removing the spark plugs, or the engine may be damaged. 1. Run the engine until it reaches normal operating temperature. The battery must be at or near full charge. 2. Turn the engine OFF. 3. Disable the ignition system. See Powertrain Management. 4. Disable the fuel system. See Powertrain Management. CAUTION: Remove the ignition fuse and both of the injector fuses from the fuse box and/or underhood electrical center. 5. Remove the spark plugs from all cylinders. See Powertrain Management. 6. Remove the air duct from the throttle body. See Powertrain Management. 7. Block the throttle plate in open position. 8. Measure the engine compression using the following procedure: a. Install the Compression Tester firmly to the spark plug hole. b. Crank the engine through at least ten compression strokes (or until the highest reading is achieved) in the cylinder being tested and check the readings on the Compression Tester at each stroke. Record the results. c. Disconnect the Compression Tester. d. Repeat the compression test for each cylinder. 9. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70% of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 10. When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. 11. The following are problem areas: ^ If there is a problem with the piston ring, compression is low on the first stroke and tends to build up on the following strokes, but does not reach normal. Compression improves considerably with the addition of oil. Use approximately three squirts of oil from a plunger-type oiler. ^ If there is a problem with the valve, compression is low on the first stroke and it does not tend to build up in following strokes. Compression does not improve much with the addition of oil. Use approximately three squirts from a plunger type oiler. ^ Leaking head gaskets give nearly the same results as valve problems, but may be identified by engine coolant in the crankcase. Head gasket leakage between two cylinders will give low readings on both cylinders. 12. Remove the block from the throttle plate. 13. Install the air duct to the throttle body. See Powertrain Management. 14. Install the spark plugs. See Powertrain Management. 15. Install the ignition fuse and both fuel injector fuses to the fuse box and/or underhood electrical center. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications Valve Clearance: Specifications This engine uses hydraulic lifters and no valve lash adjustment is necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Water Pump > Component Information > Specifications Water Pump: Specifications TIGHTENING SPECIFICATIONS Cover-To-Block Bolts ........................................................................................................................... ........................................ 25 Nm (18 ft. lbs.) Pump to Pump Cover Bolts ................................................................................................................................ ................................. 10 Nm (89 inch lbs.) Pulley Bolts ....................................................................... ....................................................................................................... 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Water Pump > Component Information > Specifications > Page 2728 Water Pump: Description and Operation The water pump is used to circulate coolant throughout the engine, radiator and heater core. The water pump is driven by the serpentine belt on 3.1L applications. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Water Pump > Component Information > Specifications > Page 2729 Water Pump: Service and Repair REMOVAL 1. Negative battery cable. 2. Drain and recover the cooling system. 3. Serpentine belt. See Engine. 4. Water pump pulley bolts and pulley. 5. Water pump attaching bolts and pump. Clean water pump sealing surfaces. INSTALLATION 1. Water pump and new gasket. Tighten bolts to 10 Nm (89 inch lbs.). 2. Water pump pulley and bolts. 3. Serpentine belt. See Engine. 4. Tighten water pump pulley bolts. Tighten bolt to 25 Nm (18 ft. lbs.). 5. Attach negative battery cable. Tighten bolt to 16 Nm (12 ft. lbs.). 6. Fill cooling system. Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Coolant: Technical Service Bulletins Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Bulletin No.: 05-06-02-002B Date: January 18, 2008 INFORMATION Subject: DEX-COOL(R) Coolant - New Leak Detection Dye J 46366 - Replaces J 29545-6 Models: 1996-2008 GM Passenger Cars and Light/Medium Duty Trucks* (including Saturn) 1997-2008 Isuzu T-Series Medium Duty Tilt Cab Models Built in Janesville and Flint 1999-2008 Isuzu N-Series Medium Duty Commercial Models with 5.7L or 6.0L Gas Engine 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X *EXCLUDING 2006 and Prior Chevrolet Aveo, Epica, Optra, Vivant and Pontiac Matiz, Wave Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 05-06-02-002A (Section 06 - Engine/Propulsion System). Leak detection dye P/N 12378563 (J 29545-6) (in Canada P/N 88900915) may cause DEX-COOL(R) coolant to appear green in a black vessel making it appear to be conventional (green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL(R) system thus contaminating it. The green DEX-COOL(R) appearance is caused by the color of the leak detection dye which alters the color of the DEX-COOL(R) coolant. A new leak detection dye P/N 89022219 (J 46366) (in Canada P/N 89022220) has been released that does not alter the appearance of the DEX-COOL(R) coolant. When adding the new leak detection dye the color of the DEX-COOL(R) coolant will not change. For detecting leaks on any system that uses DEX-COOL(R) leak detection dye P/N 89022219 (in Canada P/N 89022220) should be used. The new leak detection dye can be used with both conventional and DEX-COOL(R) coolant. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 2735 Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information Bulletin No.: 00-06-02-006D Date: August 15, 2006 INFORMATION Subject: Engine Coolant Recycling and Warranty Information Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER Vehicles 2005-2007 Saab 9-7X Attention: Please address this bulletin to the Warranty Claims Administrator and the Service Manager. Supercede: This bulletin is being revised to adjust the title and Include Warranty Information. Please discard Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System). Coolant Reimbursement Policy General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Licensed Approved DEX-COOL(R) Providers Important: USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE COOLING SYSTEM WARRANTY UNDER JEOPARDY. Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not been tested or approved by General Motors. Non-approved coolants may degrade the Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 2736 coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant. Coolant Removal Services/Recycling The tables include all coolant recycling processes currently approved by GM. Also included is a primary phone number and demographic information. Used DEX-COOL(R) can be combined with used conventional coolant (green) for recycling. Depending on the recycling service and/or equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this bulletin may be used during the vehicle(s) warranty period. DEX-COOL(R) Recycling The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000 km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages. This is currently a limited program being monitored by GM Service Operations which will be expanded as demand increases. Conventional (Green) Recycling Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 2737 Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or conventional) to a conventional (green) coolant. Recycling conventional coolant can be accomplished at your facility by a technician using approved EQUIPMENT (listed by model number in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of these two categories. Should you decide to recycle the coolant yourself, strict adherence to the operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective (GM approved) recycling equipment manufacturer. Sealing Tablets Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a small leak in the cooling system. When a condition appears in which seal tabs may be recommended, a specific bulletin will be released describing their proper usage. Water Quality The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water. DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor quality water. If you suspect the water in your area of being poor quality, it is recommended you use distilled or de-ionized water with DEX-COOL(R). "Pink" DEX-COOL(R) DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5 yr/150,000 mile (240,000 km) service interval. Back Service Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 2738 Contamination Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5 yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated condition. If contamination occurs, the cooling system must be flushed twice immediately and re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced properties and extended service interval of DEX-COOL(R). After 5 years/150,000 miles (240,000 km) After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same, and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km) Equipment (Coolant Exchangers) The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be used to perform coolant replacement without spillage, and facilitate easy waste collection. They can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling system components. It is recommended that you use a coolant exchanger with a vacuum feature facilitates removing trapped air from the cooling system. This is a substantial time savings over repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows venting of a hot system to relieve system pressure. Approved coolant exchangers are available through the GMDE (General Motors Dealer Equipment) program. For refilling a cooling system that has been partially or fully drained for repairs other than coolant replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of trapped air from the cooling system during refill. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Specifications > Capacity Specifications Coolant: Capacity Specifications Capacity ............................................................................................................................................... .................................................. 12.9 liters (13.6 qt) ENGINE COOLANT A 50/50 mixture of clean water (preferably distilled) and use only GM Goodwrench(R) DEX-COOL(R) or Havoline(R) DEX-COOL(R) (orange-colored, silicate-free) coolant, conforming to GM Specification 6277M. CAUTIONS: ^ The use of sealing pellets (or similar compounds) in the coolant system is NOT recommended.The use of sealing pellets may restrict the flow of coolant through the throttle body or other engine cooling system components. ^ If silicate coolant is added to the cooling system, premature engine, heater core or radiator corrosion may result. In addition, the coolant will require change SOONER, at 50 000 km (30,000 miles) or 24 months. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Specifications > Capacity Specifications > Page 2741 Coolant: Fluid Type Specifications ENGINE COOLANT A 50/50 mixture of clean water (preferably distilled) and use only GM Goodwrench(R) DEX-COOL(R) or Havoline(R) DEX-COOL(R) (orange-colored, silicate-free) coolant, or an approved recycled coolant conforming to GM Specification 6038-M (GM P/N 1052103). CAUTION: If silicate coolant is added to the cooling system, premature engine, heater core or radiator corrosion may result. In addition, the coolant will require change SOONER, at 50 000 km (30,000 miles) or 24 months. NOTE: With a complete flush and refill it is recommended to add Engine Coolant Supplement Sealer, (GM P/N 3634621 or equivalent). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Specifications > Page 2742 Coolant: Description and Operation MANUFACTURE RECOMMENDATION This vehicle was manufactured with GM Goodwrench DEX-COOL. DEX-COOL was developed to last for 240,000 km (150,000 miles) or 5 years whichever occurs first. Make sure only GM Goodwrench DEX-COOL is used when coolant is added or changed. A 50/50 mixture of ethylene glycol (DEX-COOL) and water will provide the following: ^ Freezing protection down to -37°C (-34°F). ^ Boiling protection up to 129°C (265°F). ^ Help keep the proper engine temperature. ^ Rust and corrosion protection. ^ Allow the sensors and switches to operate as designed. CAUTION: Do not use a solution stronger than 70 percent antifreeze. Pure antifreeze will freeze at -22°C (-8°F). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Specifications > Page 2743 Coolant: Testing and Inspection TOOL REQUIRED ^ J 26568 or J 23688 Coolant Tester, Do not remove the clear plastic pump from the tester. CONCENTRATION TESTING 1. Release the tip of the pump from the coolant tester housing. 2. Insert the tip of the pump into, the surge tank. ^ Make sure the tip of the pump is below the level of the coolant. 3. Press and release the bulb to get a sample. 4. Insert the tip of the pump into the cover plate opening. 5. Press the bulb land allow a few drops to fall onto the measuring surface. ^ Do not open the plastic cover when taking readings because water evaporation can change the readings. 6. Point the coolant tester toward any light and look into the eyepiece. ^ Coolant protection reading is at the point where the dividing line between light and dark crosses the scale (anti-freeze protection is the scale on the right). ^ Temperature scale is reversed from a standard thermometer scale. ^ Below zero readings are on the upper half of the scale. ^ If the readings are not clear, the measuring surface was not cleaned, and dried properly. Wipe dry and make a new test. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Specifications > Page 2744 Coolant: Tools and Equipment CAUTION: Coolant testers J 26568 (Centigrade Scale) and J 23688 (Fahrenheit Scale) can be used to check the antifreeze protection of the coolant. Make sure the refractometer markings are correct. Unless J 26568 or J 23688 has a provision for temperature correction, test the temperature at which testers are calibrated. If the, coolant is warmer or cooler the reading may be incorrect. Follow the manufacturer's directions on tester being used. ^ Before each use lift up the plastic cover at the slanted end of J 26568 or J 23688, exposing the measuring window and the bottom of the plastic cover. ^ Wipe the window wish a tissue or a clean soft cloth. ^ Close plastic cover. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Indicator Lamp > Component Information > Description and Operation Coolant Level Indicator Lamp: Description and Operation The Low Coolant indicator (amber) will be illuminated to indicate to the driver that the Engine Coolant level is low. The Engine Coolant Level Switch is a discrete input to the Body Function Controller (BFC) which will close when the Engine Coolant is low. The indicator will illuminate when the input has been active low for at least 10 seconds and the Ignition Switch is in the RUN position. The indicator will be commanded OFF if the switch input goes inactive for at least 2 seconds. This is a distributed function between the Body Function Controller (BFC) and the Instrument Cluster. The Body Function Controller (BFC) will read the status of the Engine Coolant Level Switch input and determine indicator control and then send the control state to the Instrument Cluster via the Serial Peripheral Interface (SPI) serial data bus. The Instrument Cluster will read the Low Coolant indicator control state in the Serial Peripheral Interface (SPI) message and control the indicator directly. In the event of an Serial Peripheral Interface (SPI) data link failure, the Low Coolant indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Indicator Lamp > Component Information > Description and Operation > Page 2748 Coolant Level Indicator Lamp: Testing and Inspection Diagnostic Chart Diagnostic Chart Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Locations RH Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions Coolant Level Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2754 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2755 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2756 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2757 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2758 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2759 Coolant Level Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2760 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2761 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2762 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2763 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2764 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2765 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2766 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2767 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2768 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2769 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2770 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2771 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2772 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2773 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2774 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2775 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2776 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2777 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2778 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2779 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2780 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2781 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2782 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2783 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2784 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2785 Engine Coolant Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2786 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Reservoir > Component Information > Specifications Coolant Reservoir: Specifications Tank Bolt ............................................................................................................................................. ................................................... 9 Nm (80 inch lbs.) Tank Cap .......................................................... ....................................................................................................................................... 4 Nm (35 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Reservoir > Component Information > Specifications > Page 2790 Coolant Reservoir: Description and Operation LOW COOLANT SWITCH All engines have a low coolant warning switch. This switch is located in the coolant surge tank. SURGE TANK A plastic radiator surge tank is incorporated in the cooling system. Pressurized coolant will circulate in the tank entering from the top inlet hose attached from the engine and exiting the bottom outlet hose to the lower radiator hose. The tank is at the highest point of the cooling system. This will allow any air or vapor exceeding the pressure cap rating exit the tank. When the coolant is cool the level should be at the appropriate mark on the tanks. All engines incorporate a low coolant indicator located inside the tank. See Cooling System. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Reservoir > Component Information > Specifications > Page 2791 Coolant Reservoir: Service and Repair REMOVAL 1. Drain and recover cooling system. 2. Coolant hoses from radiator surge tank. 3. Low coolant connector. 4. Radiator surge tank. INSTALLATION 1. Tank to vehicle. Tighten bolt to 9 Nm (80 inch lbs.). 2. Coolant hoses to radiator surge tank. 3. Low coolant connector. 4. Fill cooling system at radiator surge tank. Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions Radiator Cooling Fan Motor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2797 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2798 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2799 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2800 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2801 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2802 Radiator Cooling Fan Motor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2803 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2804 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2805 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2806 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2807 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2808 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2809 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2810 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2811 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2812 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2813 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2814 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2815 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2816 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2817 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2818 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2819 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2820 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2821 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2822 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2823 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2824 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2825 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2826 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2827 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2828 Radiator Cooling Fan Motor: Connector Views LH Cooling Fan Motor RH Cooling Fan Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 2829 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Description and Operation > General Description Radiator Cooling Fan Motor: Description and Operation General Description OPERATION Dual electric cooling fans aid air flow through the radiator. The fans are driven by electric motors that attach to the fan shroud. The fan motors are activated by the cooling fan relays. WARNING: An electric fan under the hood can start up even when the engine is not running and can injure you. Keep hands clothing and tools away from any underhood electric fan. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Description and Operation > General Description > Page 2832 Radiator Cooling Fan Motor: Description and Operation Circuit Description The Engine Cooling Fan control is partitioned between the Powertrain Control Module (PCM) and the Body Function Controller (BFC) via Class 2. The main algorithm control resides in the Body Function Controller (BFC). The Body Function Controller (BFC) sends a fan speed command to the Powertrain Control Module (PCM). The Powertrain Control Module (PCM) processes this command along with its own fan request and determines what the actual fan speed should be. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Description and Operation > Page 2833 Radiator Cooling Fan Motor: Service and Repair WARNING: To help avoid personal injury or damage to the vehicle, a bent, cracked, or damaged fan blade or housing should always be replaced. REMOVAL 1. Negative battery cable. 2. Fan bolts (4) and disconnect electrical connector. 3. Fan from shroud. INSTALLATION 1. Fan. 2. Fan bolts and electrical connector. Tighten bolts to 10 Nm (89 inch lbs.). 3. Negative battery cable. Tighten bolt to 16 Nm (12 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor Relay > Component Information > Locations Radiator Cooling Fan Motor Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor Relay > Component Information > Locations > Page 2837 Radiator Cooling Fan Motor Relay: Description and Operation OPERATION The PCM regulates voltage to the coolant fan relays, which operate the fans. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Temperature Sensor / Switch > Component Information > Diagrams Engine Coolant Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications Coolant Temperature Sensor/Switch (For Computer): Electrical Specifications Engine Coolant Temperature (ECT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications > Page 2846 Coolant Temperature Sensor/Switch (For Computer): Mechanical Specifications Engine Coolant Temperature (ECT) Sensor ............................................................................................................................................... 23 Nm (17 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 2847 Engine Coolant Temperature (ECT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 2848 Coolant Temperature Sensor/Switch (For Computer): Description and Operation DESCRIPTION The Engine Coolant Temperature (ECT) sensor is a thermistor (a resistor which changes value based on temperature) mounted in the engine coolant stream. Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high temperature causes low resistance (70 ohms at 130°C/266°F). OPERATION The PCM supplies a 5 volt signal to the engine coolant temperature sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the engine is cold, and low when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant temperature. Engine coolant temperature affects most systems the PCM controls. The scan tool displays engine coolant temperature in degrees. After engine start-up, the temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the engine has not been run for several hours (overnight) the engine coolant temperature and intake air temperature displays should be close to each other. A hard fault in the engine coolant sensor circuit should set DTC P0117 or DTC P0118; an intermittent fault should set a DTC P1114 or P1115. The DTC Diagnostic Aids also contains a chart to check for sensor resistance values relative to temperature. The ECT sensor also contains another circuit which is used to operate the engine coolant temperature gauge located in the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 2849 Coolant Temperature Sensor/Switch (For Computer): Service and Repair REMOVE OR DISCONNECT 1. Relieve coolant pressure. 2. Air intake duct. 3. Disconnect the negative battery cable. 4. Remove the electrical connector. 5. Using a deep well socket and extension, remove the sensor. INSTALL OR CONNECT 1. Coat engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent. 2. Install the sensor in the engine. Tighten Sensor to 23 Nm (17 lb. ft.). 3. Install the electrical connector. 4. Air intake duct. 5. Connect the negative battery cable. 6. Start the engine. 7. Check for leaks. 8. Check the coolant level, replenish as needed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Radiator Cooling Fan Temperature Sensor / Switch > Component Information > Diagrams Engine Coolant Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Fan Shroud > Component Information > Specifications Fan Shroud: Specifications Fan to Shroud Bolts ............................................................................................................................. .................................................... 5 Nm (44 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators Heater Core: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 2860 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 2861 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Technical Service Bulletins > Page 2862 Heater Core: Specifications Heater Core and Heater Core Mounting Screws ............................................................................................................................................ 1 N.m (9 lb in) Heater Core Cover Screws .................................................................................................................. .......................................................... 1 N.m (9 lb in) Heater Core Outlet Screws .................................................................................................................. .......................................................... 1 N.m (9 lb in) Negative Battery Cable Bolt ................................................................................................................ ...................................................... 16 N.m (12 lb ft) Seal Plate Nuts .................................................................................................................................... ......................................................... 3 N.m (27 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Technical Service Bulletins > Page 2863 Heater Core: Locations Heater And A/C Module (2 Of 2) HVAC Module Cut Away View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Technical Service Bulletins > Page 2864 Heater Core: Service and Repair Heater And A/C Module (2 Of 2) HVAC Module Cut Away View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Technical Service Bulletins > Page 2865 Remove or Disconnect 1. Negative battery cable. 2. Drain cooling system. 3. Heater hoses from heater core and moisture drain tube. 4. Instrument Panel and console. 5. Heater outlet. 6. Heater core cover. ^ There is a mounting screw located in a recess in the center of the cover 7. Heater core mounting clamps and heater core. Install or Connect 1. Heater core and heater core mounting clamps. Tighten ^ Screws to 1 Nm (9 lb in). 2. Heater core cover. Tighten ^ Screws to 1 Nm (9 lb in). 3. Heater core outlet. Tighten ^ Screws to 1 Nm (9 lb in). 4. Instrument Panel and Console. 5. Heater hoses to heater core and moisture drain tube. 6. Fill cooling system. 7. Negative battery cable. Tighten ^ Bolt to 16 Nm (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information > Specifications > Thermostat Bypass Pipe (Heater Outlet) Heater Hose: Specifications Thermostat Bypass Pipe (Heater Outlet) Retaining Nut ....................................................................................................................................... ...................................................... 25 N.m (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information > Specifications > Thermostat Bypass Pipe (Heater Outlet) > Page 2870 Heater Hose: Specifications Heater Inlet Pipe Inlet Pipe Nut ....................................................................................................................................... ...................................................... 25 N.m (18 lb ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information > Locations > Heater Hoses Heater Hoses Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information > Locations > Heater Hoses > Page 2873 Heater Inlet Pipe Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information > Locations > Heater Hoses > Page 2874 Thermostat Bypass/Heater Outlet Pipe Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information > Service and Repair > Heater Hoses Heater Hose: Service and Repair Heater Hoses Heater Hoses Check all heater hose routing for installation to avoid contact with any obstruction that could result in a damaged hose. Some hoses are equipped with conduit in areas where rubbing may occur. Always reinstall conduit and heat sleeving in the same location when replacing a hose. when servicing a heater hose with a quick connect assembly, REPLACEMENT OF THE RETAINER IS RECOMMENDED. Remove or Disconnect 1. Drain engine coolant. 2. Heater hoses from heater pipes by squeezing tabs on quick connects. 3. Heater hoses from heater core. Install or Connect 1. Heater hoses to heater core. 2. Heater hoses to heater pipe quick connects, pull to verify connection. 3. Refill engine coolant. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information > Service and Repair > Heater Hoses > Page 2877 Heater Hose: Service and Repair Heater Inlet Pipe Heater Inlet Pipe Check all heater hose routing for installation to avoid contact with any obstruction that could result in a damaged hose. Some hoses are equipped with conduit in areas where rubbing may occur. Always reinstall conduit and heat sleeving in the same location when replacing a hose. when servicing a heater hose with a quick connect assembly, REPLACEMENT OF THE RETAINER IS RECOMMENDED. Remove or Disconnect 1. Drain cooling system. 2. Heater inlet pipe retaining nut on cylinder head (Behind exhaust crossover pipe). 3. Heater hose to heater inlet pipe by squeezing tabs on quick connect. 4. Heater inlet pipe from engine fitting by squeezing tabs on quick connect. 5. Heater inlet pipe. Install or Connect 1. Heater inlet pipe to engine, pull to verify connection. 2. Heater inlet pipe retaining nut. Tighten ^ Nut to 25 N.m (18 lb ft). 3. Heater hose to heater inlet pipe, pull to verify connection 4. Refill coolant system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information > Service and Repair > Heater Hoses > Page 2878 Heater Hose: Service and Repair Quick Connect Retainer The quick connect retainer is located on the end of the heater outlet pipe on 2.4L applications and on both the inlet and outlet pipes on 3.1L applications. The quick connect retainer can be removed from the heater pipe and replaced if necessary. WHENEVER THE HEATER HOSE QUICK CONNECT IS DISCONNECTED, RETAINER REPLACEMENT IS RECOMMENDED. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information > Service and Repair > Heater Hoses > Page 2879 Heater Hose: Service and Repair Thermostat Bypass Pipe (Heater Outlet) Thermostat Bypass/Heater Outlet Pipe Check all heater hose routing for installation to avoid contact with any obstruction that could result in a damaged hose. Some hoses are equipped with conduit in areas where rubbing may occur. Always reinstall conduit and heat sleeving in the same location when replacing a hose. when servicing a heater hose with a quick connect assembly, REPLACEMENT OF THE RETAINER IS RECOMMENDED. Remove or Disconnect 1. Drain cooling system. 2. Thermostat bypass hose from intake manifold pipe. 3. Retaining nuts on exhaust manifold. 4. Air Inlet assembly. 5. Outlet pipe retaining nut on cylinder head (Behind exhaust crossover pipe). 6. Heater hose from outlet pipe by squeezing tabs on quick connect. 7. Throttle body hoses from outlet pipe. 8. Radiator hose from thermostat housing. 9. Outlet pipe assembly. Install or Connect 1. Outlet pipe assembly. 2. Radiator hose to thermostat housing. 3. Throttle body hoses to outlet pipe 4. Outlet pipe retaining nut (Hand tighten at this point). 5. Thermostat bypass hose to intake manifold pipe. 6. Tighten retaining nut. Tighten ^ Nut to 25 Nm (18 lb ft) 7. Heater hose to outlet pipe. Pull to verify connection 8. Air Inlet assembly. 9. Fill cooling system and check for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Lamps and Indicators - Cooling System > Coolant Level Indicator Lamp > Component Information > Description and Operation Coolant Level Indicator Lamp: Description and Operation The Low Coolant indicator (amber) will be illuminated to indicate to the driver that the Engine Coolant level is low. The Engine Coolant Level Switch is a discrete input to the Body Function Controller (BFC) which will close when the Engine Coolant is low. The indicator will illuminate when the input has been active low for at least 10 seconds and the Ignition Switch is in the RUN position. The indicator will be commanded OFF if the switch input goes inactive for at least 2 seconds. This is a distributed function between the Body Function Controller (BFC) and the Instrument Cluster. The Body Function Controller (BFC) will read the status of the Engine Coolant Level Switch input and determine indicator control and then send the control state to the Instrument Cluster via the Serial Peripheral Interface (SPI) serial data bus. The Instrument Cluster will read the Low Coolant indicator control state in the Serial Peripheral Interface (SPI) message and control the indicator directly. In the event of an Serial Peripheral Interface (SPI) data link failure, the Low Coolant indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Lamps and Indicators - Cooling System > Coolant Level Indicator Lamp > Component Information > Description and Operation > Page 2884 Coolant Level Indicator Lamp: Testing and Inspection Diagnostic Chart Diagnostic Chart Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Lamps and Indicators - Cooling System > Temperature Gauge > Component Information > Description and Operation Temperature Gauge: Description and Operation This function controls the Engine Coolant Temperature Gauge and the High Temperature indicator (red). The Powertrain Control Module (PCM) reads the Engine Coolant Temperature Sensor and sends the information to the Body Function Controller (BFC) via Class 2 serial data link. The Body Function Controller (BFC) converts the Powertrain Control Module (PCM) data into gauge data for the Instrument Cluster sent via Serial Peripheral Interface (SPI) serial data link. The Body Function Controller (BFC) also sends the High Temperature indicator ON/OFF request to the Instrument Cluster via the Serial Peripheral Interface (SPI) serial data link. The Instrument Cluster receives the Engine Coolant Temperature Sensor information via Serial Peripheral Interface (SPI) serial data link and converts it into a Temperature Gauge pointer position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator > Radiator Drain Plug > Component Information > Specifications Radiator Drain Plug: Specifications Coolant Drain Plug .............................................................................................................................. ..................................................... 19 Nm (14 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator > Radiator Drain Plug > Component Information > Specifications > Page 2892 Radiator Drain Plug: Description and Operation DESCRIPTION The radiator drain cock is located on the bottom of the tank located on the left side of the radiator core. The drain cock assembly includes the drain cock and the drain cock seal. Use this drain whenever coolant needs to be removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator > Radiator Drain Plug > Component Information > Specifications > Page 2893 Radiator Drain Plug: Service and Repair REPLACEMENT The drain cock is opened by turning counterclockwise and closed by turning clockwise. At an intermediate position the stem can be removed for service by pulling it out of the radiator body. The stem and seal can be cleaned and replaced if necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cap > Component Information > Description and Operation Radiator Cap: Description and Operation PURPOSE A plastic pressure-vent cap is used to allow a buildup of 103 kPa (15 psi) in the cooling system. This pressure raises the boiling point of coolant to approximately 125°C (262°E7) at sea level. The pressure-type surge tank cap contains a blow-off (pressure) valve and a vacuum (atmospheric) valve. The cap protects the radiator by relieving pressure exceeding 103 kPa (15 psi). To prevent radiator collapse caused by vacuum as the engine cools, the vacuum valve prevents excessive pressure differences from occurring between the cooling system and the atmosphere. The surge tank cap has a threaded design to allow easier and safer removal. To safely remove the cap from a cool system, rotate the cap slowly counterclockwise 1/4 turn and then stop. Allow any pressure to relieve. After all hissing stops, continue to rotate counterclockwise until the cap is removed. There is no specific orientation of the lettering on the cap versus the cap being tight. To retighten cap, use approximately 5 Nm (44 inch lbs.) of force (hand tight pressure). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cap > Component Information > Description and Operation > Page 2897 Radiator Cap: Testing and Inspection TOOL REQUIRED ^ J 24460-01 Universal Cooling System and Cap Pressure Tester ^ J 24460-92 Cooling System Tester Adapter Inspect ^ Hose connections for leaks. ^ Surge tank cap, Using Universal Cooling System and Cap Pressure Tester and Cooling System Tester Adapter check cap for rated pressure. If the cap will not hold pressure replace the surge tank cap. ^ For damage or debris on the gasket in the cap and the inner sealing surface of the filler neck. ^ Make sure that the correct cap is being used. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Hose > Component Information > Service and Repair Radiator Hose: Service and Repair REMOVAL 1. Negative battery cable. 2. Drain and recover the coolant so the lever is below the hose, being removed. 3. Radiator inlet hose from the radiator and thermostat housing. 4. Engine inlet hose from the radiator, water pump and surge tank. CAUTION: Make sure the reference marks on the hoses and the radiator are lined up. A twist on the hose would place strain on the radiator fitting which could cause the fitting to crack or break. INSTALLATION 1. Engine inlet hose to the radiator, water pump and surge tank. 2. Radiator inlet hose to the radiator and thermostat housing. 3. Negative battery cable. Tighten bolt to 16 Nm (12 ft. lbs.). 4. Fill the cooling system. Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations Radiator Cooling Fan Motor Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Page 2905 Radiator Cooling Fan Motor Relay: Description and Operation OPERATION The PCM regulates voltage to the coolant fan relays, which operate the fans. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Locations RH Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions Coolant Level Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2912 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2913 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2914 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2915 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2916 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2917 Coolant Level Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2918 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2919 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2920 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2921 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2922 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2923 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2924 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2925 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2926 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2927 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2928 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2929 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2930 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2931 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2932 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2933 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2934 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2935 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2936 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2937 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2938 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2939 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2940 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2941 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2942 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2943 Engine Coolant Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2944 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications Coolant Temperature Sensor/Switch (For Computer): Electrical Specifications Engine Coolant Temperature (ECT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications > Page 2950 Coolant Temperature Sensor/Switch (For Computer): Mechanical Specifications Engine Coolant Temperature (ECT) Sensor ............................................................................................................................................... 23 Nm (17 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 2951 Engine Coolant Temperature (ECT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 2952 Coolant Temperature Sensor/Switch (For Computer): Description and Operation DESCRIPTION The Engine Coolant Temperature (ECT) sensor is a thermistor (a resistor which changes value based on temperature) mounted in the engine coolant stream. Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high temperature causes low resistance (70 ohms at 130°C/266°F). OPERATION The PCM supplies a 5 volt signal to the engine coolant temperature sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the engine is cold, and low when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant temperature. Engine coolant temperature affects most systems the PCM controls. The scan tool displays engine coolant temperature in degrees. After engine start-up, the temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the engine has not been run for several hours (overnight) the engine coolant temperature and intake air temperature displays should be close to each other. A hard fault in the engine coolant sensor circuit should set DTC P0117 or DTC P0118; an intermittent fault should set a DTC P1114 or P1115. The DTC Diagnostic Aids also contains a chart to check for sensor resistance values relative to temperature. The ECT sensor also contains another circuit which is used to operate the engine coolant temperature gauge located in the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 2953 Coolant Temperature Sensor/Switch (For Computer): Service and Repair REMOVE OR DISCONNECT 1. Relieve coolant pressure. 2. Air intake duct. 3. Disconnect the negative battery cable. 4. Remove the electrical connector. 5. Using a deep well socket and extension, remove the sensor. INSTALL OR CONNECT 1. Coat engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent. 2. Install the sensor in the engine. Tighten Sensor to 23 Nm (17 lb. ft.). 3. Install the electrical connector. 4. Air intake duct. 5. Connect the negative battery cable. 6. Start the engine. 7. Check for leaks. 8. Check the coolant level, replenish as needed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Radiator Cooling Fan Temperature Sensor / Switch > Component Information > Diagrams Engine Coolant Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Temperature Gauge > Component Information > Description and Operation Temperature Gauge: Description and Operation This function controls the Engine Coolant Temperature Gauge and the High Temperature indicator (red). The Powertrain Control Module (PCM) reads the Engine Coolant Temperature Sensor and sends the information to the Body Function Controller (BFC) via Class 2 serial data link. The Body Function Controller (BFC) converts the Powertrain Control Module (PCM) data into gauge data for the Instrument Cluster sent via Serial Peripheral Interface (SPI) serial data link. The Body Function Controller (BFC) also sends the High Temperature indicator ON/OFF request to the Instrument Cluster via the Serial Peripheral Interface (SPI) serial data link. The Instrument Cluster receives the Engine Coolant Temperature Sensor information via Serial Peripheral Interface (SPI) serial data link and converts it into a Temperature Gauge pointer position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling > Component Information > Specifications Thermostat: Specifications Thermostat Operating Range 85 Degrees C to 96 Degrees C 185 Degrees F to 205 Degrees F Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling > Component Information > Specifications > Page 2963 Thermostat: Description and Operation OPERATION The 3.1L engine uses a pellet type thermostat in the coolant outlet passage. The thermostat provides faster engine warm up and regulates coolant temperatures. A wax pellet or power element in the thermostat expands when heated and contracts when cooled. The valve is connected to the power element. When the wax expands, the piston pushes against the flange and opens the thermostat. As the pellet cools, contraction allows a spring-to close the valve. Thus, the valve remains closed while the coolant is cold. This prevents coolant, circulation through the radiator, but allows the coolant to circulate through the engine to warm it quickly end evenly. As the engine becomes warm, the pellet expands and the thermostat valve opens. This lets coolant flow through the radiator, where heat is passed through the radiator walls. This opening and closing of the thermostat valve allows enough coolant to enter the radiator to keep the engine within specified temperature limits. A 91°C (195°F) thermostat is used on engines where the thermostat is located in the engine coolant outlet. On- engines where they thermostat is located in the engine coolant inlet a 82°C (180°F) thermostat is used. Using thermostats rated above these control temperatures is not recommended. Higher temperature thermostats will not provide faster warmup, since their valves remain tightly, closed until the control temperature is reached, as does a lower temperature thermostat. The thermostat must be installed with the pointed end facing toward the radiator. Incorrect installation of the thermostat may cause the engine to overheat. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling > Component Information > Specifications > Page 2964 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling > Component Information > Specifications > Page 2965 Thermostat: Service and Repair REMOVAL 1. Negative battery cable. 2. Drain and recover the coolant. 3. Air clearer assembly. 4. Surge tank line from coolant outlet. 5. Coolant outlet to inlet manifold attaching bolts. 6. Coolant outlet. 7. Thermostat. Clean ^ Inlet manifold mating surfaces. ^ Coolant outlet mating surfaces. INSTALLATION 1. Thermostat in inlet manifold. 2. Coolant outlet to inlet manifold. 3. Attaching bolts. Tighten bolts to 25 Nm (18 ft. lbs.). 4. Air cleaner assembly. 5. Surge tank line to coolant outlet. 6. Engine coolant. 7. Negative battery cable. Tighten bolt to 16 Nm (12 ft. lbs.). Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Water Pump > Component Information > Specifications Water Pump: Specifications TIGHTENING SPECIFICATIONS Cover-To-Block Bolts ........................................................................................................................... ........................................ 25 Nm (18 ft. lbs.) Pump to Pump Cover Bolts ................................................................................................................................ ................................. 10 Nm (89 inch lbs.) Pulley Bolts ....................................................................... ....................................................................................................... 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Water Pump > Component Information > Specifications > Page 2969 Water Pump: Description and Operation The water pump is used to circulate coolant throughout the engine, radiator and heater core. The water pump is driven by the serpentine belt on 3.1L applications. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Water Pump > Component Information > Specifications > Page 2970 Water Pump: Service and Repair REMOVAL 1. Negative battery cable. 2. Drain and recover the cooling system. 3. Serpentine belt. See Engine. 4. Water pump pulley bolts and pulley. 5. Water pump attaching bolts and pump. Clean water pump sealing surfaces. INSTALLATION 1. Water pump and new gasket. Tighten bolts to 10 Nm (89 inch lbs.). 2. Water pump pulley and bolts. 3. Serpentine belt. See Engine. 4. Tighten water pump pulley bolts. Tighten bolt to 25 Nm (18 ft. lbs.). 5. Attach negative battery cable. Tighten bolt to 16 Nm (12 ft. lbs.). 6. Fill cooling system. Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component Information > Locations Catalytic Converter Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component Information > Locations > Page 2975 Catalytic Converter: Description and Operation PURPOSE The three way catalytic converter is an emission control device added to the gasoline engine exhaust system to effectively reduce hydrocarbon (HC), carbon monoxide (CO) and Oxides Of Nitrogen (NOx) emissions in the exhaust gas stream. Heat Shields This device requires the use of heat shields, due to its high operating temperatures. The heat shields are necessary to protect chassis components, passenger compartment and other areas from heat related damage. OPERATION The converter contains a honeycomb network coated with catalytic material containing platinum, palladium and rhodium. The catalytic material promotes burning or "oxidation" of the pollutants as the exhaust gases pass through the converter on their way to the tailpipe. The three way (reduction) catalyst is coated with platinum and rhodium which lowers levels of oxides of nitrogen (NOx), in addition to the carbon monoxide and hydrocarbon levels. This catalytic material (catalyst) in the three way converter is not serviceable. Fillpipe Restrictor A small diameter fuel tank filler tube is used on catalytic converter equipped vehicles to prevent the larger service station pump nozzle, used for leaded fuels, being inserted into the filler tube. Since the use of leaded fuels contaminates the catalyst, rendering them ineffective, the use of unleaded fuels is mandatory in catalytic converter equipped vehicles. NOTE: When jacking or lifting vehicle from side rails, be certain the lift pads do NOT contact the catalytic converter or damage to the converter may result. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component Information > Locations > Page 2976 Catalytic Converter: Service and Repair Catalytic Converter Remove or Disconnect 1. Raise vehicle. 2. Support three way catalytic converter. 3. Intermediate pipe from three way catalytic converter. 4. Exhaust manifold pipe assembly from exhaust manifold. 5. Exhaust manifold and three way catalytic converter seals. Clean Flange surfaces. Install or Connect 1. Exhaust manifold and three way catalytic converter seals. 2. Exhaust manifold pipe assembly to exhaust manifold. 3. Intermediate pipe to three way catalytic converter. 4. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component Information > Specifications Exhaust Manifold: Specifications TIGHTENING SPECIFICATIONS Nut ....................................................................................................................................................... ................................................. 16 Nm (12 ft. lbs.) Heat Shield Bolt ................................................... ............................................................................................................................. 10 Nm (89 inch lbs.) Stud ............................................................................................................................................. .......................................................... 16 Nm (12 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component Information > Specifications > Page 2980 Exhaust Manifold: Description and Operation The exhaust manifolds are cast nodular iron. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component Information > Service and Repair > Left Exhaust Manifold: Service and Repair Left REMOVAL 1. Disconnect the negative battery cable. 2. Remove the top half of the air cleaner assembly. Remove the throttle body duct. 3. Partially drain the cooling system. See Cooling System. 4. Remove the radiator hose from the thermostat housing. 5. Remove the coolant by-pass pipe at the coolant pump and from the exhaust manifold. See Cooling System. 6. Remove the exhaust crossover heat shield. 7. Remove the exhaust crossover pipe from the manifold. 8. Disconnect the secondary ignition wires from the spark plugs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component Information > Service and Repair > Left > Page 2983 9. Remove the exhaust manifold heat shield fasteners. 10. Remove the exhaust manifold heat shield. 11. Remove the exhaust manifold nuts. 12. Remove the exhaust manifold. 13. Clean the mating surfaces at the cylinder head and at the exhaust manifold. INSTALLATION 1. Install the exhaust manifold gasket. 2. Install the exhaust manifold. 3. Install the exhaust manifold nuts. Tighten the exhaust manifold nuts to 16 Nm (12 ft. lbs.). 4. Install the exhaust manifold heat shield. 5. Install the exhaust manifold heat shield nuts. Tighten the exhaust manifold heat shield nuts to 10 Nm (89 inch lbs.). 6. Install the exhaust crossover pipe to the manifold. 7. Install the exhaust crossover pipe heat shield. 8. Connect the secondary ignition wires to the spark plugs. 9. Install the coolant by-pass pipe to the coolant pump and exhaust manifold. See Cooling System. 10. Install the radiator hose to the coolant outlet housing. 11. Install the top half of the air cleaner assembly. Install the throttle body duct. 12. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component Information > Service and Repair > Left > Page 2984 Exhaust Manifold: Service and Repair Right REMOVAL 1. Disconnect the negative battery cable. 2. Remove the top half of the air cleaner assembly. Remove the throttle body duct. 3. Remove the exhaust crossover heat shield. 4. Remove the crossover pipe at the exhaust manifold. 5. Remove the heated oxygen sensor. 6. Remove the EGR pipe at the exhaust manifold. 7. Raise the vehicle. Support the vehicle. 8. Remove the transmission oil level indicator and fill tube assembly. See Transmission and Drivetrain. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component Information > Service and Repair > Left > Page 2985 9. Remove the exhaust pipe from the exhaust manifold. 10. Remove the exhaust pipe from the converter flange. 11. Support the converter aside. 12. Remove the converter heat shield from the vehicle body. 13. Remove the exhaust manifold heat shield fasteners. 14. Remove the exhaust manifold heat shield. 15. Remove the exhaust manifold nuts. 16. Remove the exhaust manifold from the bottom of the vehicle. 17. Clean the mating surfaces at the cylinder head and at the exhaust manifold. INSTALLATION 1. Install the exhaust manifold gasket. 2. Install the exhaust manifold. Loosely, install the heat shield at this time. 3. Install the exhaust manifold nuts. Tighten the exhaust manifold nuts to 16 Nm (12 ft. lbs.). 4. Install the exhaust manifold heat shield. 5. Install the exhaust manifold heat shield nuts. Tighten the exhaust manifold heat shield nuts to 10 Nm (89 inch lbs.). 6. Install the converter heat shield to the body. 7. Install the exhaust pipe to the converter flange. 8. Install the exhaust pipe to the exhaust manifold. 9. Install the transmission oil level indicator and fill tube assembly. See Transmission and Drivetrain. 10. Lower the vehicle. 11. Install the heated oxygen sensor. 12. Install the crossover pipe to the exhaust manifolds. 13. Install the crossover heat shield. 14. Install the EGR pipe to the exhaust manifold. 15. Install the top half of the air cleaner assembly. Install the throttle body duct. 16. Connect the negative battery cable. 17. Check for exhaust leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe > Component Information > Specifications Exhaust Pipe: Specifications Converter to Intermediate Pipe Bolts ........................................................................................................................................................ 34 Nm (25 ft. lbs.) Muffler Assembly to Intermediate Pipe .................................................................................................................................................... 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe > Component Information > Specifications > Page 2989 Exhaust Pipe: Service and Repair REMOVAL 1. Raise vehicle. 2. Support three way catalytic converter. 3. Intermediate pipe from three way catalytic converter. 4. Muffler assembly from intermediate pipe. 5. Intermediate pipe from hanger. 6. Intermediate pipe. 7. Three way catalytic converter seal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe > Component Information > Specifications > Page 2990 8. Intermediate pipe to muffler assembly seal. Clean flange surface. INSTALLATION 1. Three way catalytic converter seal. 2. Intermediate pipe to muffler assembly seal. 3. Intermediate pipe to hanger. 4. Intermediate pipe to three way catalytic converter 5. Intermediate pipe to muffler assembly. 6. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe/Muffler Hanger > Component Information > Specifications Exhaust Pipe/Muffler Hanger: Specifications Hanger Brackets .................................................................................................................................. ..................................................... 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information > Technical Service Bulletins > Customer Interest for Muffler: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler Muffler: Customer Interest Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information > Technical Service Bulletins > Customer Interest for Muffler: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler > Page 3002 Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Muffler: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler Muffler: All Technical Service Bulletins Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Muffler: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler > Page 3008 Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information > Technical Service Bulletins > Page 3009 Muffler: Specifications Muffler Assembly to Intermediate Pipe .................................................................................................................................................... 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > Engine Controls - Service Manual Supplement Announcement Body Control Module: Technical Service Bulletins Engine Controls - Service Manual Supplement Announcement File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-04-010 Date: March, 1999 INFORMATION Subject: 1997 Service Manual Supplement Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass The 1997 GMP/97-LN-2 service information has been revised to incorporate the changes associated with the Body Function Controller (BFC). Please refer to the 1997 Service Manual supplement (part number GMP/97-LN-UPD) for the revised service information. This supplement provides revised diagnostic procedures and service information for the following items: ^ DTC P0630 A/C Refrigerant Pressure Sensor Circuit ^ DTC P1601 Serial Communication Malfunction ^ DTC P1602 Class II Failure with EBCM ^ DTC P1610 Class II Failure with BFC ^ DTC P1626 No Password ^ DTC P1530 Theft Deterrent PCM in Learn Mode ^ DTC P1631 Theft Deterrent Password Incorrect ^ DTC P1632 Theft Deterrent System Fuel Disabled ^ A/C Refrigerant Pressure Sensor Circuit ^ A/C Compressor Clutch Control ^ Electric Cooling Fan ^ Electric Cooling Fan (Table 1) ^ Electric Cooling Fan (Table 2) ^ Electric Cooling Fan (Table 3) ^ Engine Oil Pressure Switch ^ PCM Controlled Air Conditioning ^ Electric Cooling Fan General Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > Page 3017 Below RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3020 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3021 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3022 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3023 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3024 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3025 Body Control Module: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3026 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3027 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3028 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3029 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3030 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3031 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3032 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3033 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3034 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3035 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3036 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3037 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3038 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3039 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3040 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3041 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3042 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3043 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3044 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3045 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3046 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3047 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3048 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3049 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3050 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3051 Body Control Module: Connector Views Body Function Controller (BFC): C1 Body Function Controller (BFC): C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3052 Body Function Controller (BFC): C2 (Part 1 Of 2) Body Function Controller (BFC): C2 (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3053 Body Function Controller (BFC): C3 Body Function Controller (BFC): C3 (Part 1 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3054 Body Function Controller (BFC): C3 (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3055 Body Control Module: Electrical Diagrams Body Function Controller (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3056 Body Function Controller (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3057 Body Function Controller (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3058 Body Function Controller (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Service Precautions > Technician Safety Information Body Control Module: Technician Safety Information CAUTION: ^ This vehicle is equipped with Supplemental Inflatable Restraint (SIR). Refer to Service Precautions / Air Bags (Supplemental Restraint Systems) before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Service Precautions > Technician Safety Information > Page 3061 Body Control Module: Vehicle Damage Warnings Overloading Circuits The computer system is designed to withstand normal current draws associated with vehicle operation, however, care must be taken to avoid overloading any of these circuits. In testing for opens or shorts, do not ground or apply voltage to any of the circuits unless instructed to do so by the diagnostic procedures. These circuits may only be tested using the High Impedance Multimeter (J 39200 or equivalent) if they remain connected to one of the computers. Never remove or apply voltage to one of the computers with the Ignition Switch in the RUN position. Before removing or connecting battery cables, fuses or connectors always turn the Ignition Switch to the OFF position. Fastener Requirements NOTE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. General Motors will call out those fasteners that require a replacement after removal. General Motors will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation Body Control Module: Description and Operation Body Control System Operation Bulb Check General Description The bulb check function resides in the Body Function Controller (BFC). Every time the Ignition Switch transitions from ACC to RUN, an Instrument Cluster bulb check will occur for a calibrated amount of time for specified indicators. Bulb check will override the OFF state of the affected indicators. The Body Function Controller (BFC) will determine which indicators to bulb check by looking at an EEPROM table. Every Serial Peripheral Interface (SPI) indicator has a bit in the EEPROM table. The gauges will WOW during a bulb check. A WOW is when all of the gauge indicators are moved at the same time and all indicators are lit. If there is an indicator lit before the WOW, the indicator shall remain lit after this function has concluded. Compressor Controls The Powertrain Control Module (PCM) and Body Function Controller (BFC) share hardware and software for control of the AC Compressor Clutch. The Powertrain Control Module (PCM) and the Body Function Controller (BFC) communicate this information over the serial data Class 2 line. The Body Function Controller (BFC) performs the following software functions: ^ Limit Low Speed Compressor Operation ^ Prevent Clutch Slippage ^ High Coolant Temperature ^ Monitor for Overpressure ^ Determine Low Ambient Pressure ^ Control Compressor Clutch The Powertrain Control Module (PCM) performs the following functions: ^ Prevent Compressor Overspeed ^ Limit Compressor Speed (in PARK or NEUTRAL) ^ Drive Compressor Clutch ^ Perform Anti-Slug (Slugging is when a mass of liquid enters the AC Compressor Pump) Interior Lighting Control The Body Function Controller (BFC) provides the following interior lamp control: ^ Courtesy lamps. ^ Illuminated Entry control of Courtesy Lamps. Courtesy Lamps are enabled by the following methods: ^ By discrete input to the Body Function Controller (BFC) from the door ajar switches. ^ If any of the doors are open and the vehicle speed is less than 13 km/h (8 mp/h). ^ If the Ignition Switch has been turned OFF for less than two minutes and then the doors are closed, the lights will stay on for 4 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for more than two minutes and then the doors are closed, the lights will stay on for 40 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for less than two minutes and the Ignition Key is removed or the doors are opened, the lights will turn on for 15 seconds (or until the Ignition Key is re-inserted or a door open switch is cycled). ^ Remote Control Door Lock Transmitter activation of the Driver Door Unlock or the Trunk Release (function of Illuminated entry). When the interior lights are to be turned off because a customer is leaving the vehicle (the Ignition Switch is turned OFF for more than two minutes), they are first step dimmed, and then theater dimmed to the OFF state. If the Ignition Switch is turned OFF for less than two minutes the interior lights are theater dimmed to the OFF state in four seconds. If the customer sits in the vehicle and the interior lights have turned OFF and the customer removes the Ignition Key the interior lights will illuminate for 15 seconds. Volts Indicator The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation > Page 3064 There are four fault codes possible that will illuminate the volts indicator. The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Wake-Up/Asleep States Wake-ups are signals that will turn the Body Function Controller (BFC) ON and cause it to begin active control and/or monitoring. The Body Function Controller (BFC) is asleep when it has stopped control or monitoring and has become idle again. The Body Function Controller (BFC) Wake-ups are as follows: ^ Door Ajar Switches ^ Ignition Switch actuation ^ Inadvertent Power ^ Battery Guard ^ Remote Control Door Lock Receiver Driver Door Unlock actuation Trunk Release The Body Function Controller will go to sleep and go into Battery Rundown Protection mode are as follows: ^ Less than 24 km (15 miles), 3 minutes ^ Greater than 24 km (15 miles), 20 minutes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation > Page 3065 Body Control Module: Description and Operation General Description The Body Function Controller (BFC) performs the following functions: ^ A/C Compressor request ^ A/C Cooling Fan ^ Exterior and interior lighting control Daytime Running Lights (DRL) - Automatic Lighting Control - Fog Lamps - Interior Lighting ^ Battery Rundown Protection ^ Chime ^ Gauge Control ^ Instrument Cluster Indicator Control ^ Theft Deterrent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview Basic Knowledge Required Before performing diagnosis there are some areas that you must be familiar with. Without this basic knowledge, you will have difficulty using diagnostic procedures. 1. Basic Electrical Circuits - The basic theory of electricity is essential. An understanding of voltage, current, resistance and their relationships to each other will help in the diagnosis of an open or shorted circuit. You must be able to read and understand a schematic wiring diagram. 2. Use of Circuit Testing Tools - You must know how to use jumper wires to bypass components to test circuits. You must be familiar with the High Impedance Multimeter (DMM - Digital Multi Meter), particularly essential tool J 39200 or equivalent. You must be able to measure voltage, resistance, and current with the DMM you are using. 3. Use of the scan tool - You must know how to use, connect, manipulate and diagnose circuits using this essential tool. You must be familiar with screens and control module partitions. Body Function Controller System Check Diagnostic Trouble Codes Warning IMPORTANT Do NOT replace the Body Function Controller (BFC) unless a Diagnostic Trouble Code (DTC) remains Current after all DTC tables have been executed. NEVER replace the Body Function Controller (BFC) based on History codes. The Body Function Controller (BFC) and the Electronic Brake Control Module (EBCM) are connected to the Class 2 serial data link and are capable of setting Diagnostic Trouble Codes. The history DTC codes (a history DTC is a current DTC fault that disappears in the next ignition cycle) can be especially useful in diagnosing an intermittent problem. An explanation of these are given below in Diagnostic Trouble Codes (DTC) TABLE #13. On Vehicle Diagnostic Capabilities Aboard this vehicle are electronic components which can be controlled by the service technician to provide valuable self-diagnostic information. These components are part of an electrical network designed to control various engine and body subsystems. System sensors and switches are monitored by the computer system. These components are ^ Body Function Controller (BFC) ^ Electronic Brake Control Module (EBCM) ^ Instrument Cluster Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 3068 ^ Powertrain Control Module (PCM) ^ Sensing and Diagnostic Module (SDM) - Supplemental Inflatable Restraint System (CKT 800 UART) A combination of inputs from these components, other sensors and switches go to the computers either as discrete/analog inputs, communicated on the communications link (called the Data Line (circuit 1807 Class 2, or circuit 800 UART) and Serial Peripheral Interface (SPI) [circuit 1321, circuit 1322 and circuit 1323]) to other computers. Visual Inspection One of the most important checks, which must be done before any diagnostic activity, is a careful visual inspection of suspect wiring and components. This can often lead to fixing a malfunction without further steps. Inspect the battery hydrometer (green eye) to assure the Battery is not discharged. Inspect all vacuum and electrical circuits for pinches, cuts or disconnects. This visual inspection is very important. It must be done carefully and thoroughly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 3069 Body Control Module: Reading and Clearing Diagnostic Trouble Codes With Scan Tool The procedure for reading diagnostic trouble code(s) is to use a diagnostic scan tool. Read Diagnostic Trouble Codes Using a Tech 1, Tech 2 or Other Scan Tool. When reading DTC(s), follow instructions supplied by tool manufacturer. Without Scan Tool A scan tool must be used to retrieve DTCs from the PCM memory. DTCs can no longer be retrieved by grounding terminals "A" to "B" at the Data Link Connector (DLC). This also eliminates the PCM function of flashing Code 12. The use of a Tech 1 scan tool or equivalent will be needed to obtain both current and history DTCs. Failure to follow this step could result in unnecessary repairs. With Scan Tool NOTE: Only clear DTC's when instructed to do so. All of the diagnostic data that was saved along with the DTC will also be erased when the code is cleared. To clear Diagnostic Trouble Codes (DTCs), use the diagnostic scan tool, "clear DTCs" or "clear info" function. When clearing DTCs follow instructions supplied by the tool manufacturer. To Clear DTCs From Memory: ^ Use a scan tool (recommended) Or ^ Ignition OFF for at least 10 seconds, ^ Disconnect the negative battery cable for 30 seconds (clears status flags). Notice: Clearing the PCM DTC memory by disconnecting the battery will clear all PCM memories. Since some operations (particularly IAC valve idle control) are learned, it may be necessary to partially depress the accelerator pedal when re-starting the engine after PCM memory is cleared. It may also be necessary to release the accelerator pedal very slowly when first returning to idle, to prevent a stall. This will allow the PCM to re-learn IAC valve position. Learned operations may be restored by normal driving. Without Scan Tool NOTE: Only clear DTC's when instructed to do so. All of the diagnostic data that was saved along with the DTC will also be erased when the code is cleared. A scan tool should be used to clear diagnostic trouble codes. When a scan tool is not available, DTCs can also be cleared by disconnecting one of the following sources for at least thirty (30) seconds: NOTE: When codes are cleared in the following manner, a short period of poor driveablity could result while the processor goes through a relearning process. Caution: To prevent system damage, the ignition key must be "OFF" when disconnecting or reconnecting battery power. ^ The power source to the control module. Examples: fuse, pigtail at battery PCM connectors etc. ^ The negative battery cable. (Disconnecting the negative battery cable may result in the loss of other on-board memory data, such as preset radio tuning). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 3070 Body Control Module: Component Tests and General Diagnostics Bulb Check General Description The bulb check function resides in the Body Function Controller (BFC). Every time the Ignition Switch transitions from ACC to RUN, an Instrument Cluster bulb check will occur for a calibrated amount of time for specified indicators. Bulb check will override the OFF state of the affected indicators. The Body Function Controller (BFC) will determine which indicators to bulb check by looking at an EEPROM table. Every Serial Peripheral Interface (SPI) indicator has a bit in the EEPROM table. The gauges will WOW during a bulb check. A WOW is when all of the gauge indicators are moved at the same time and all indicators are lit. If there is an indicator lit before the WOW, the indicator shall remain lit after this function has concluded. Compressor Controls The Powertrain Control Module (PCM) and Body Function Controller (BFC) share hardware and software for control of the AC Compressor Clutch. The Powertrain Control Module (PCM) and the Body Function Controller (BFC) communicate this information over the serial data Class 2 line. The Body Function Controller (BFC) performs the following software functions: ^ Limit Low Speed Compressor Operation ^ Prevent Clutch Slippage ^ High Coolant Temperature ^ Monitor for Overpressure ^ Determine Low Ambient Pressure ^ Control Compressor Clutch The Powertrain Control Module (PCM) performs the following functions: ^ Prevent Compressor Overspeed ^ Limit Compressor Speed (in PARK or NEUTRAL) ^ Drive Compressor Clutch ^ Perform Anti-Slug (Slugging is when a mass of liquid enters the AC Compressor Pump) Interior Lighting Control The Body Function Controller (BFC) provides the following interior lamp control: ^ Courtesy lamps. ^ Illuminated Entry control of Courtesy Lamps. Courtesy Lamps are enabled by the following methods: ^ By discrete input to the Body Function Controller (BFC) from the door ajar switches. ^ If any of the doors are open and the vehicle speed is less than 13 km/h (8 mp/h). ^ If the Ignition Switch has been turned OFF for less than two minutes and then the doors are closed, the lights will stay on for 4 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for more than two minutes and then the doors are closed, the lights will stay on for 40 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for less than two minutes and the Ignition Key is removed or the doors are opened, the lights will turn on for 15 seconds (or until the Ignition Key is re-inserted or a door open switch is cycled). ^ Remote Control Door Lock Transmitter activation of the Driver Door Unlock or the Trunk Release (function of Illuminated entry). When the interior lights are to be turned off because a customer is leaving the vehicle (the Ignition Switch is turned OFF for more than two minutes), they are first step dimmed, and then theater dimmed to the OFF state. If the Ignition Switch is turned OFF for less than two minutes the interior lights are theater dimmed to the OFF state in four seconds. If the customer sits in the vehicle and the interior lights have turned OFF and the customer removes the Ignition Key the interior lights will illuminate for 15 seconds. Volts Indicator The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. There are four fault codes possible that will illuminate the volts indicator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 3071 The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Wake-Up/Asleep States Wake-ups are signals that will turn the Body Function Controller (BFC) ON and cause it to begin active control and/or monitoring. The Body Function Controller (BFC) is asleep when it has stopped control or monitoring and has become idle again. The Body Function Controller (BFC) Wake-ups are as follows: ^ Door Ajar Switches ^ Ignition Switch actuation ^ Inadvertent Power ^ Battery Guard ^ Remote Control Door Lock Receiver Driver Door Unlock actuation Trunk Release The Body Function Controller will go to sleep and go into Battery Rundown Protection mode are as follows: ^ Less than 24 km (15 miles), 3 minutes ^ Greater than 24 km (15 miles), 20 minutes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 3072 Body Control Module: Scan Tool Testing and Procedures System Tests System Tests, using the Scan Tool, allow for the display of values as actually seen or commanded by the various computers (i.e. PCM, IC, SDM, EBCM, or BFC). The Test Types available are dependent upon the System selected, but may include the following: ^ Data (Analog Inputs) - displays analog values as seen by the system. ^ Inputs and Outputs (Digital Inputs) - displays digital values as seen by the system and provides an indication of whether the input or output has cycled. ^ Special Functions (Output Controls) - allows for outputs of the system to be set at a desired value (ON or OFF). ^ Clear Codes - will erase all DTCs stored for the system currently selected (Note: If the malfunction is still present, the DTC may immediately reset). Body Main Menu The scan tool software is broken into major computer controller groups that are found in the body of the vehicle. The Body Function Controller (BFC), in addition to being an element of the Class 2 serial data link, also has hardwired inputs as do the Powertrain Control Module (PCM), Electronic Brake Control Module (EBCM), the Instrument Cluster, and the Sensing and Diagnostic Module (SDM). Some of these inputs are used to display information for the Instrument Cluster gauges and indicators while other inputs are converted into serial data link and transmitted on the Class 2 serial data link and the Serial Peripheral Interface (SPI) serial data link. The Body Function Controller (BFC) is the only interface to the Instrument Cluster, the Body Function Controller (BFC) converts Class 2 data to Serial Peripheral Interface (SPI) for the Instrument Cluster. The choice of inputs that can be read are listed in TABLE #1. TABLE #1 - BODY MAIN MENU Function Supplemental Inflatable Restraint Body Function Controller Entertainment and Comfort Bus Features Menu Description In this mode of operation, the scan tool can navigate through various modes of information gathering modes; Diagnostic Trouble Codes (DTC), Data Display, Snapshot, and Special Functions. The Diagnostic Trouble Codes (DTC) menu allow the technician to view the error codes set by the Body Function Controller (BFC). The Data Display menu allows the technician to view what the current state the various Body Function Controllers inputs and outputs. The Snapshot menu function allows the technician to view and store the inputs as an aid in diagnosis of multi-system faults. The Special Functions menu allows the technician to actuate the Body Function Controller's outputs. The choice of inputs that can be read are listed in TABLE #2. Diagnostic Trouble Code Menu In this mode the technician is allowed to view and clear current and history Diagnostic Trouble Codes (DTC). Data Display Menu Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 3073 Description In this mode of operation, the scan tool allows the technician to command the Body Function Controller (BFC) to display its various inputs, outputs, and Instrument Cluster information for ease in diagnosis. This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly from the Body Function Controller (BFC) inputs, the Instrument Cluster or the Powertrain Control Module (PCM) and if the computer systems are operating properly. The choice of inputs that can be read are listed in TABLE #3. Module Information Menu Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read from the instrument Cluster pertinent information about the Instrument Cluster (Part Number, Calibration ID and the year of construction), the information that can be read is listed in TABLE #4. PCM to BFC A/C Clutch Data Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various data inputs from the Powertrain Control Module (PCM). This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly from the Powertrain Control Module (PCM) and if the Powertrain Control Module (PCM) is allowing the A/C Compressor to function. The inputs that can be read are listed in TABLE #5 Security Data Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 3074 Description In this mode of operation, the scan tool reads the Vehicle Theft Deterrent data in the Body Function Controller (BFC). The outputs that can be viewed are listed in TABLE #9. Data Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various analog data inputs. This mode can be used to determine whether the Body Function Controller (BFC) is receiving analog data correctly or if a component is operating properly. The inputs that can be read are listed on TABLE #6. Inputs Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 3075 In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various inputs. This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly or if a component is operating properly. The inputs that can be read are listed on TABLE #7. Outputs Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to override its normal operation and force the Body Function Controller (BFC) to enable its outputs (engage relays, operate Courtesy Lighting, etc). This mode can be used to determine whether the Body Function Controller (BFC) is capable of producing a given output. The outputs that can be controlled are listed in TABLE #8. SPI Data Description In this mode of operation, the scan tool can command the Instrument Cluster via Body Function Controller (BFC) to determine proper Serial Peripheral Interface (SPI) data bus operation. The data that can be displayed is listed in TABLE #10. BFC to Cluster Data Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 3076 Description In this mode of operation the scan tool can command the Instrument Cluster, by Class 2 message to the Body Function Controller (BFC) and via the Serial Peripheral Interface (SPI) serial data bus to override its normal operation and force the Instrument Cluster to enable its outputs (gauges move, indicators lit etc). This mode can be used to determine whether the Instrument Cluster is capable of producing a given output. The outputs that can be controlled are listed in TABLE #11. Snapshot The SNAPSHOT function is the same one used to capture DTCs for the Powertrain Control Module. Special Functions Menu Description In this mode of operation the technician is capable of turning on and off almost all of the Body Function Controller (BFC) outputs. The functions that can be controlled are found under the Output Control menu. The information in TABLE #12 shows what outputs the scan tool can command. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement Body Control Module: Service and Repair Body Function Controller (BFC) Replacement Remove or Disconnect 1. Negative battery cable. 2. Right sound insulator. 3. BFC assembly. 4. BFC connectors in the following order: Pink Connector C3 first, then C1 and C2. Install or Connect 1. BFC connectors in the following order: C1, C2 and Pink connector C3 last. 2. BFC Module 3. Right sound insulator. 4. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement > Page 3079 Body Control Module: Service and Repair Body Function Controller Reprogramming Procedure IMPORTANT When removing the Body Function Controller (BFC) disconnect connector C3 FIRST, then disconnect the remaining connectors. When installing the Body Function Controller (BFC) connect connectors C1 and C2 first. ALWAYS connect connector C3 LAST. USING A SCAN TOOL AND TECHLINE TERMINAL TO CONFIGURE THE BODY FUNCTION CONTROLLER 1. Connect the scan tool to vehicle diagnostic connector, and choose Service Programming from the scan tool Main Menu. 2. After entering the vehicle information, choose the Request Info soft key on the scan tool. 3. Disconnect the scan tool from the vehicle and connect the scan tool to the Techline Terminal. 4. At the Techline Terminal, select Service Programming System (SPS). 5. Select Terminal to scan tool programming method. 6. Select Done and follow instructions on the Communications Setup screen. 7. Select Program Body Function Controller. 8. Select Program at the Summary screen. The terminal will download in formation to the Scan tool. 9. Return to the vehicle and connect the scan tool to the diagnostic connector. 10. Select Service Programming from the scan tool Main Menu. 11. Answer the prompts regarding model year and vehicle type. Press the Body Function Controller soft key on scan tool. The Body Function Controller will be programmed with the configuration file stored in the scan tool. 12. Reprogram the Theft Deterrent System. 13. Reprogram the Powertrain Control Module (PCM). 14. Verify the repair. TROUBLESHOOTING HINTS: ^ Make the following checks before beginning system diagnosis. 1. Check all fuses by visual inspection. 2. Ensure that all connectors in system are mated correctly. 3. Check for open in Class 2 serial data link (CKT 1807). 4. Check for an open in the Serial Peripheral Interface (SPI) serial data link (CKT 1321, 1322, 1323). 5. Do NOT replace the Body Function Controller (BFC) with only History Codes set. ^ Check for a broken (or partially broken) wire inside of the insulation which could cause system failure but prove GOOD in a continuity/voltage check. ^ Check for proper installation of aftermarket electronic equipment which may affect the integrity of their systems. ^ Check that all grounds are tight and clean. ^ Refer to System Diagnosis. SYSTEM DIAGNOSIS ^ Perform the Body Function Controller (BFC) Diagnostic System Check and refer to the Symptom Table for the appropriate diagnostic procedures. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement > Page 3080 Body Control Module: Service and Repair Reprogramming Procedure - Auto - Learn The following procedure allows for anyone to reprogram the Body Function Controller (BFC) Learned Data Code without any tools (other than the scan tool) when a new Ignition Switch, Powertrain Control Module (PCM), and/or the BFC is installed. The following is the auto learn procedure: The BFC will set the DTC 3031 Controller in learn mode when entering the reprogramming procedure. 1. Clear all DTC's 2. Turn the Ignition Switch to the START position. 3. The vehicle will start and then stall. 4. Turn the Ignition Switch to the RUN position until the THEFT SYSTEM indicator turns off (approximately 10 minutes). 5. Turn the Ignition Switch to the OFF position then back to the RUN position. 6. The BFC will learn the new data on the next start attempt. 7. Reprogram the PCM to allow the PCM to learn the new Passlock (TM) code. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-29 > Nov > 97 > Instruments - Cluster Resets When Ham Radio Is Keyed Engine Control Module: Customer Interest Instruments - Cluster Resets When Ham Radio Is Keyed File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-29 Date: November, 1997 Subject: Instrument Cluster Resets when On-board Ham Radio is Keyed (Replace the PCM) Models: 1997 Buick Century, Regal 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 310013800 V6 Engine (VINs M, K, 1 - RPOs L82, L36, L67) Condition Some vehicles may experience an instrument cluster reset if the vehicle has an on-board Ham radio operating under the 10 MHz frequency range and the transmitter is keyed on. Correction A new PCM has been released to correct this condition. The new PCM has a 47 Micro Henry choke in place to eliminate the interference generated by the on-board Ham radio equipment. Do not forget to transfer the Knock Sensor Module from the old PCM into the new PCM. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Code Labor Time J6360 PCM, Replace Use Published Labor Operation Time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Engine Control Module: Customer Interest PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 3093 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage Engine Control Module: All Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage > Page 3099 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 02-08-116-001 > Jan > 02 > PCM - Intermittent Communication or DTC Codes Stored Engine Control Module: All Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 83-81-32 > Sep > 98 > PCM Connector - Information on New Service Kits Engine Control Module: All Technical Service Bulletins PCM Connector - Information on New Service Kits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-32 Date: September, 1998 INFORMATION Subject: New Powertrain Control Module (PCM) Connector Service Kits Models: 1996-99 All Passenger Cars except Geo and Catera Two new kits have been released to service the Powertrain Control Module (PCM) connector If the connector has been damaged during servicing. This PCM has an aluminum body and is usually mounted underhood. Kit (P/N 12167308) contains the 80 way connector body, the cover, two each of four different terminal retainers and 25 empty cavity plugs. No terminals are included. If terminals are needed, use P/N 12084913 for 0.35 mm and 0.50 mm wire and P/N 12084912 for 0.80 mm wire. These terminals are included in the terminal repair kit J 38125A or B, and replacements can be ordered from Kent-Moore. kit (P/N 12167313) contains one connector seal. Whenever the connector is unbolted from the aluminum body of the PCM, the seal can stick to the body, or may be twisted. This seal should be replaced whenever the connector is removed in service. Parts Information P/N Description 12167308 Kit, PCM Harness Repair 12167313 Seal Kit, PCM Connector 12084912 Terminal 12084913 Terminal Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 77-65-29 > Nov > 97 > Instruments - Cluster Resets When Ham Radio Is Keyed Engine Control Module: All Technical Service Bulletins Instruments - Cluster Resets When Ham Radio Is Keyed File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-29 Date: November, 1997 Subject: Instrument Cluster Resets when On-board Ham Radio is Keyed (Replace the PCM) Models: 1997 Buick Century, Regal 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 310013800 V6 Engine (VINs M, K, 1 - RPOs L82, L36, L67) Condition Some vehicles may experience an instrument cluster reset if the vehicle has an on-board Ham radio operating under the 10 MHz frequency range and the transmitter is keyed on. Correction A new PCM has been released to correct this condition. The new PCM has a 47 Micro Henry choke in place to eliminate the interference generated by the on-board Ham radio equipment. Do not forget to transfer the Knock Sensor Module from the old PCM into the new PCM. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Code Labor Time J6360 PCM, Replace Use Published Labor Operation Time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Engine Control Module: All Technical Service Bulletins PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 3116 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter Engine Control Module: All Technical Service Bulletins PROM - Reprogram Using Off Board Program Adapter File In Section: 6E - Engine Fuel & Emission Bulletin No.: 73-65-13 Date: March, 1997 INFORMATION Subject: Reprogramming Capability using the Off Board Programming Adapter Models: 1993-97 Passenger Cars and Trucks (Applicable Reprogrammable Vehicles) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 3121 The General Motors vehicles contain Electronically Reprogrammable Devices (i.e. PCM, VCM, ECM). These vehicles cannot be programmed through PROM replacement, however service programming capability is available through the Tech 1/1A, Tech 2 and Techline terminals via direct or remote programming. The Environmental Protection Agency (EPA) has requested that all new vehicle manufacturers ensure their dealers/retailers are aware that they are responsible for providing customers access to reprogramming services at a reasonable cost and in a timely manner. Although programming of controllers has become a common service practice at GM dealers/retailers, the EPA has received reports from consumers and the aftermarket repair industry that they were unable to purchase a new (programmed) Electronically Reprogrammable Device (ERD) over-the-counter. As a result, on August 1, 1995, the Federal Government issued a regulation requiring all manufacturers to make available reprogramming to the independent aftermarket by December 1, 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 3122 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 3123 Today, the Off Board Programming Adapter (OBPA) is used to reprogram ERD's sold over-the-counter. For all practical purposes, the OBPA takes the place of the vehicle when the vehicle is not available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 3124 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 3125 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 3126 The list of dealerships/retailers currently own the OBPA (see Attachments 1 - 3). These locations are equipped to provide over-the-counter preprogrammed ERD's. The hardware required to perform reprogramming in addition to the OBPA is a Techline terminal, Tech 1/1A and associated cables and adapters. THE TECH 2 SHOULD NOT BE USED WITH THE OBPA AT THIS TIME BECAUSE OF INADEQUATE OBPA GROUNDING. The current OBPA can support reprogramming on all late model General Motor's vehicles except: ^ Premium V-8's ^ 1996 Diesel Truck ^ Cadillac Catera Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 3127 ^ All 1997 programmable vehicles (requires use of the Tech 2) A modification to the OBPA is being offered by Kent-Moore to support these additional vehicles and to allow reprogramming using the Tech 2. The revisions to the OBPA for the Tech 2 is very important as the Tech 2 is the only tool used for service programming for 1997 and future vehicles. To have the modifications performed, contact Kent-Moore at (800) 345-2233. The revisions (part number J 41207 REV-C) are free of charge for GM dealerships/retailers. A dealership/retailer can purchase the OBPA by contacting Kent-Moore (part number J 41207-C). Support on how to use the OBPA is provided by the Techline Customer Support Center (TCSC) at (800) 828-6860 (English) or (800) 503-3222 (French). If you need to purchase an OBPA and/or cable, contact Kent-Moore at (800) 345-2233. The OBPA retails for $695.00 (includes all revisions 1-4) under part number J 41207-C. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 676535 > Nov > 96 > PCM - New Identification Label Engine Control Module: All Technical Service Bulletins PCM - New Identification Label File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-35 Date: November, 1996 INFORMATION Subject: New PCM Identification Label Models: Late 1996 and All 1997 Passenger Cars with Powertrain Control Modules (PCM) PCM Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 99-08-45-005 > Nov > 99 > Accessory Receptacle/Cigar Lighter - Inoperative Auxiliary Power Outlet: All Technical Service Bulletins Accessory Receptacle/Cigar Lighter Inoperative File In Section: 08 - Body and Accessories Bulletin No.: 99-08-45-005 Date: November, 1999 TECHNICAL Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for Short to Ground) Models: 1995-2000 Passenger Cars and Trucks Condition Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or that the internal fuse (within the plug on an aftermarket device), blows intermittently. Cause Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini fuse may have an external terminal (which may be used to externally check the fuse). If the mini fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device), to blow intermittently. Correction Test the aftermarket device plug for short to ground. The following step may be performed at the customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it would be the owner's responsibility. 1. Place a piece of tape over the mini fuse terminal temporarily. 2. Explain to the customer that the fuse for the device must have no exposed terminals, and that finding one would be his responsibility. 3. Refer the customer to the manufacturer of the aftermarket device for a new plug. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations Engine Control Module: Component Locations POWERTRAIN CONTROL MODULE (PCM) RH Front Of Dash The Powertrain Control Module (PCM) is located in the RH front of Instrument Panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations > Page 3144 Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3147 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3148 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3149 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3150 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3151 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3152 Engine Control Module: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3153 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3154 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3155 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3156 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3157 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3158 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3159 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3160 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3161 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3162 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3163 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3164 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3165 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3166 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3167 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3168 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3169 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3170 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3171 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3172 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3173 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3174 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3175 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3176 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3177 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3178 Engine Control Module: Connector Views Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3179 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3180 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3181 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3182 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3183 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3184 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 3185 Engine Control Module: Service Precautions CAUTION: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the connector pins or the soldered components on the circuit board. Electronic components used in the control systems are often designed in order to carry very low voltage. Electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage; therefore, it is important to use care when handling and testing electronic components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 3186 Engine Control Module: Application and ID PCM Label *****This is a TSB Update-Bulletin No.: 67-65-35, Date: November, 1996***** INFORMATION Subject: New PCM Identification Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 3187 Engine Control Module: Description and Operation Figure C1-1 - Powertrain Control Module (PCM) Description The Powertrain Control Module (PCM) is located underhood in front of the right strut tower near the engine coolant reservoir. It is the control center of the fuel injection system and constantly looks at the information from various sensors and controls the systems that affect vehicle performance. It controls the following items: ^ Fuel metering system. ^ Transaxle shifting. ^ Ignition timing. ^ On-board diagnostics for Powertrain functions. It constantly looks at the information from various sensors, and controls the systems that affect vehicle performance. The PCM also performs the diagnostic function of the system. It can recognize operational problems, alert the driver through the MIL (Service Engine Soon), and store diagnostic trouble codes which identify the problem areas to aid the technician in making repairs. Refer to Introduction in Engine Controls for more information on using the diagnostic function of the PCM. For service, the PCM consists of two parts: ^ The controller (the PCM without the Knock Sensor module). ^ the Knock Sensor module. PCM Function The PCM supplies either 5 or 12 volts to power various sensors or switches. This is done through resistances in the PCM which are so high in value that a test light will not light when connected to the circuit. In some cases, even an ordinary shop voltmeter will not give an accurate reading because its resistance is too low. Therefore, a digital voltmeter with at least 10 megohms input impedance is required to ensure accurate voltage readings. Tool J 39200 meets this requirement. EEPROM The Electrically Erasable Programmable Read Only Memory (EEPROM) is a permanent memory that is physically soldered within the PCM. The EEPROM contains program and calibration information that the PCM needs to control powertrain operation. Unlike the PROM used in certain past applications, the EEPROM is not replaceable. If the PCM is replaced, the new PCM will need to be programmed Techline equipment (Tech-2) containing the correct program and calibration for the vehicle is required to program the PCM. Knock Sensor Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 3188 The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensor and circuitry. If the PCM is replaced, the KS module needs to be transferred from the original PCM. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. Information Sensors All of the sensors and input switches can be diagnosed using a scan tool. Following is a short description of how the sensors and switches can be diagnosed by using a scan tool. The scan tool can also be used to compare the values for a normal running engine with the engine you are diagnosing. Password Learn Procedure In order for a theft deterrent vehicle to run, a password is communicated between the instrument Panel Cluster (IPC) and the Powertrain Control Module (PCM). If a PCM is replaced, the new PCM needs to learn the correct password of the vehicle. When the new PCM is installed, the EEPROM calibration is flashed into the new PCM and the vehicle will learn the new password upon initial ignition On. If the IPC is replaced, the PCM needs to learn the new password from the IPC. The Password learn procedure is as follows: 1. Attempt to start vehicle, then leave the ignition On. The Theft System telltale will flash for 10 minutes. 2. When the Theft System telltale stops flashing, start the vehicle. Once the vehicle is running, the password is learned. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Component Tests and General Diagnostics Engine Control Module: Component Tests and General Diagnostics Crankshaft Position System Variation Learning Procedure The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Computers and Control Systems/Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Computers and Control Systems/Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. PCM Diagnosis Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Component Tests and General Diagnostics > Page 3191 Figure C1-1 - Powertrain Control Module (PCM) Important: The Vehicle Identification Number (VIN) is programmed into the PCM. Do not exchange a PCM from another vehicle for testing or replacement. When replacing the PCM, the VIN must also be programmed into the new PCM. Because the PCM can have a failure which may affect only one circuit, follow the diagnostic procedures to determine which circuit has a problem and where it is. If a diagnostic chart indicates that the PCM connections or PCM is the cause of a problem and the PCM is replaced, but does not correct the problem, one of the following may be the reason: There is a problem with the PCM terminal connections, The diagnostic chart will say PCM connections or PCM. The terminals may have to be removed from the connector in order to check them properly. ^ EEPROM program is not correct for the application. Incorrect components may cause a malfunction and may or may not set a DTC. ^ The problem is intermittent. This means that the problem is not present at the time the system is being checked. In this case, refer to the Symptoms and make a careful physical inspection of all components and wiring associated with the affected system. See: Computers and Control Systems/Testing and Inspection ^ There is a shorted solenoid, relay coil, or harness. Solenoids and relays are turned on and off by the PCM using internal electronic switches called drivers. Each driver is part of a group of seven called Output Driver Modules. A shorted solenoid, relay coil, or harness will not damage the PCM but will cause the solenoid or relay to be inoperative. The J 34636 tester, or equivalent, provides a fast, accurate means of checking for a shorted coil or a short to battery voltage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure Engine Control Module: Service and Repair Password Learn Procedure In order for a theft deterrent vehicle to run, a password is communicated between the Body Function Control (BFC) and the PCM. If a PCM is replaced, the new PCM needs to learn the correct password of the vehicle. When the new PCM is installed, the EEPROM calibration is flashed into the new PCM and the vehicle will learn the new password upon the initial ignition ON cycle. If the Body Function Control (BFC) is replaced, the PCM needs to learn the new password from the Body Function Control (BFC). The password learn procedure is as follows: 1. Attempt to the start vehicle. The vehicle will stall. 2. Leave the ignition ON until the Theft System telltale turns off (approx.10 minutes). 3. Turn the ignition switch OFF. 4. Attempt to the start vehicle. The vehicle will start on the this attempt. The password is now learned. Attempting to start the vehicle by bypassing the Passlock II system or substituting parts without performing the password learn procedure may set a DTC P1630 and P1631. If no password is received a DTC P1610 and P1626 may be set. Refer to the applicable DTC table if set. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure > Page 3194 Engine Control Module: Service and Repair Powertrain Control Module (PCM) Replacement PCM Replacement/Programming (Replacement) Notice: In order to prevent internal damage to the PCM, the ignition must be OFF when disconnecting or reconnecting the PCM connector. Note: Service of the PCM should normally consist of either replacement of the PCM, EEPROM re-programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be checked first to see if it is the correct part. DTC P0601 indicates the EEPROM programming has malfunctioned. When DTC P0601 is obtained, re-program the EEPROM. The ignition should be OFF for at least 10 seconds before disconnecting power to the PCM so the IAC valve has time to move to the engine OFF position. Removal Procedure Important: To prevent internal PCM damage, the ignition must be off when disconnecting or reconnecting power to PCM (for example, battery cable, PCM pigtail, PCM fuse, jumper cables, etc.). The ignition should be OFF for at least 10 seconds before disconnecting power to the PCM so the IAC valve has time to move to the engine OFF position. 1. Disconnect the negative battery cable. 2. Remove the LH hush panel. 3. Loosen the PCM connector screws (1). Notice: In order to prevent possible electrostatic discharge damage to the PCM, do not touch the connector pins or soldered components on the circuit board. Do not remove the integrated circuit boards from the carrier. 4. Disconnect the PCM electrical connectors. 5. Remove the PCM Retainer. 6. Slide the PCM from the PCM bracket. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure > Page 3195 Installation Procedure Remove the new PCM from its packaging and check the service number to make sure it is the same number or updated number as the faulty PCM. 1. Slide the PCM into the PCM bracket. 2. Install the PCM Retainer. Notice: In order to prevent possible electrostatic discharge damage to the PCM, do not touch the connector pins or soldered components on the circuit board. Do not remove the integrated circuit boards from the carrier. 3. Install the PCM electrical connectors. 4. Tighten the PCM connector screws (1). 5. Install the LH hush panel. 6. Connect the negative battery cable. Important: Replacement PCMs must be reprogrammed and the crankshaft position system variation procedure must be performed. Refer to the latest Techline information for PCM programming and Crankshaft Position System Variation Procedure. See: Computers and Control Systems/Crankshaft Position Sensor/Testing and Inspection 7. Reprogram the PCM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions Knock Sensor Module: Service Precautions CAUTION: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the connector pins or the soldered components on the circuit board. Electronic components used in the control systems are often designed in order to carry very low voltage. Electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage; therefore, it is important to use care when handling and testing electronic components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 3199 Knock Sensor Module: Description and Operation Knock Sensor Inside PCM Description The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensor and circuitry. If the PCM is replaced, the KS module needs to be transferred from the original PCM. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 3200 Knock Sensor Module: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 3201 Knock Sensor Module: Service and Repair Removal Procedure 1. Remove the PCM. Refer to PCM Replacement/Programming. 2. Remove the access cover from the PCM. 3. Carefully squeeze the latches on the KS Module and carefully remove the KS Module. Apply pressure in the direction as shown. Installation Procedure 1. Carefully insert the KS module into the socket. 2. Carefully press down on the KS Module until the latches catch. 3. Install the PCM access cover. 4. Install the PCM. Refer to PCM Replacement/Programming. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Control Unit > Component Information > Diagrams Fuel Tank Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations Fuel Pump Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3211 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3212 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3213 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3214 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3215 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3216 Fuel Pump Relay: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3217 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3218 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3219 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3220 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3221 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3222 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3223 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3224 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3225 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3226 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3227 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3228 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3229 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3230 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3231 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3232 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3233 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3234 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3235 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3236 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3237 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3238 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3239 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3240 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3241 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Page 3242 Fuel Pump Relay: Description and Operation FUEL PUMP ELECTRICAL CIRCUIT When the key is first turned ON the PCM energizes the fuel pump relay for two seconds to build up the fuel pressure quickly. If the engine is not started within two seconds, the PCM shuts the fuel pump OFF and waits until the engine is cranked. When the engine is cranked and the RPM signal has been detected by the PCM, the PCM supplies 12 volts to the fuel pump relay to energize the electric in-tank fuel pump. As a backup system to the fuel pump relay, the fuel pump can also be energized by the fuel pump and engine oil pressure indicator switch. The normally open switch closes when oil pressure reaches about 28 kPa (4 psi). If the fuel pump relay fails, the fuel pump and engine oil pressure indicator switch will close and run the fuel pump. An inoperative fuel pump relay can result in a no start condition. An inoperative fuel pump would cause a no start condition. A fuel pump which does not provide enough pressure can result in poor performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Page 3243 Fuel Pump Relay: Service and Repair Removal Procedure 1. Remove the underhood electrical center cover. 2. Remove the fuel pump relay (1). Installation Procedure 1. Install the fuel pump relay (1). 2. Install the underhood electrical center cover. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Specifications Ignition Control Module: Specifications Ignition control module screws ............................................................................................................ ...................................................... 4-5 Nm (40 lb in) Fasteners securing assembly to engine .......................................................................................................................................................... 8 Nm (70 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Specifications > Page 3248 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > C1 Ignition Control Module: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > C1 > Page 3251 Ignition Control Module: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > C1 > Page 3252 Ignition Control Module: C3 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 3253 Ignition Control Module: Description and Operation The ignition control module performs the following functions: ^ It determines the correct ignition coil firing sequence, based on 7x pulses. This coil sequences occurs at start-up. After the engine is running, the module determines the sequence, and continues triggering the ignition coils in proper sequence. ^ It sends the 3x crankcase reference (fuel control) signal to the PCM. The PCM determines engine RPM from this signal, this signal is also used by the PCM to determine crankshaft speed for Ignition Control (IC) spark advance calculations. The 3X reference signal sent to the PCM by the ignition control module is an on off pulse occurring 3 times per crankshaft revolution. Circuits Affecting Ignition Control To properly control ignition timing, the PCM relies on the following information: ^ Engine load (manifold pressure or vacuum). ^ Atmospheric (barometric) pressure. ^ Engine temperature. ^ Intake air temperature. ^ Crankshaft position. ^ Engine speed (RPM). The Ignition Control (IC) system consists of the following components: ^ Ignition coils. ^ Ignition control module. ^ 7x crankshaft position sensor. ^ 24X crankshaft position sensor. ^ Powertrain control module. ^ All connecting wires. The electronic Ignition Control Module (ICM) connector terminals are identified as shown in the Electronic Ignition System graphic. These circuits perform the following functions: ^ 3X reference high The 7x crankshaft position sensor sends a signal to the electronic ignition control module which generates a reference pulse that is sent to the PCM. The PCM uses this signal to calculate crankshaft position and engine speed (also used to trigger the fuel injectors). ^ 3X reference low - This wire is grounded through the ICM and assures the ground circuit has no voltage drop between the ICM and the PCM ^ Ignition control bypass - During initial cranking, the PCM will look for synchronizing pulses from the camshaft position sensor and the 7x crankshaft position sensor. The pulses indicate the position of the #1 piston and the #1 intake valve. Five volts is applied to the bypass circuit at precisely the same time these signals are received by the PCM. This generally occurs within one or two revolutions of the crankshaft. An open or grounded bypass circuit will set a DTC P1350 and the engine will run at base ignition timing. A small amount of spark advance is built into the ignition control module to enhance performance. ^ Ignition Control (IC) - The PCM uses this circuit to trigger the electronic ignition control module. The PCM uses the crankshaft reference signal to calculate the amount of spark advance needed. ^ 24X reference signal - The 24X crankshaft position sensor increases idle quality and low speed driveability by providing better resolution at a Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 3254 calibrated RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 3255 Ignition Control Module: Service and Repair Removal Procedure 1. Remove all the electrical connectors at the ignition control module. 2. Note position of spark plug wires for installation 3. Remove the secondary ignition wires from ignition coils. 4. Remove the screws securing coil assemblies to ignition control module. 5. Remove the fasteners securing ignition control module assembly to engine. 6. Remove ignition control module. Installation Procedure 1. Install the coils to ignition control module. 2. Install the screws. Tighten ^ Tighten the screws to 4-5 Nm (40 lb in). 3. Install the fasteners securing assembly to engine. Tighten ^ Tighten the fasteners to 8 Nm (70 lb in). 4. Install the spark plug wires as noted during removal. 5. Install the electrical connectors to the ignition control module. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Locations Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3263 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3264 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3265 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3266 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3267 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3268 Mass Air Flow (MAF) Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3269 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3270 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3271 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3272 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3273 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3274 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3275 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3276 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3277 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3278 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3279 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3280 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3281 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3282 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3283 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3284 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3285 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3286 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3287 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3288 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3289 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3290 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3291 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3292 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3293 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3294 Mass Air Flow (MAF) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3295 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 3296 Mass Air Flow (MAF) Sensor: Description and Operation DESCRIPTION The Mass Air Flow (MAF) sensor measures the amount of air which passes through the throttle body. The PCM uses this information to determine the operating condition of the engine, to control fuel delivery. A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle. The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should read between 4 gm/s-7 gm/s on a fully warmed up engine. Values should change rather quickly on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF sensor or circuit should set DTC P0101, DTC P0102, or DTC P0103. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 3297 Mass Air Flow (MAF) Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the MAF sensor electrical connector. 2. Remove the air inlet duct from the MAF sensor. 3. Remove the MAF sensor from the air filter housing. INSTALL OR CONNECT 1. Carefully install the MAF sensor to the air inlet grommet. 2. Install the MAF sensor to the air inlet duct. 3. Reconnect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Specifications Camshaft Position Sensor: Specifications Camshaft Position Sensor Bolt ............................................................................................................ ........................................................... 10 Nm (8 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Specifications > Page 3301 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3304 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3305 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3306 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3307 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3308 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3309 Camshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3310 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3311 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3312 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3313 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3314 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3315 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3316 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3317 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3318 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3319 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3320 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3321 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3322 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3323 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3324 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3325 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3326 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3327 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3328 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3329 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3330 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3331 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3332 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3333 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3334 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3335 Camshaft Position (CMP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Page 3336 Camshaft Position Sensor: Description and Operation Camshaft Position Sensor DESCRIPTION The Camshaft Position Sensor (CMP) sends a cam signal to the PCM which uses it as a sync pulse to trigger the injectors in proper sequence. The CAM signal is passed through the ignition control module. It is filtered and buffered by the ignition control module, but the signal is not processed in any other way. The PCM uses the CAM signal to indicate the position of the #1 piston during its power stroke. This allows the PCM to calculate true Sequential Fuel Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is running, DTC P0341 will set. If the CAM signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. The engine can be restarted and will run in the calculated sequential mode as long as the fault is present with a 1 in 6 chance of injector sequence being correct. Refer to DTC P0341/ Diagnostic Trouble Code Tables for further information. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Page 3337 Camshaft Position Sensor: Service and Repair Camshaft Position Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt. 3. Refer to Steering and Suspension for removal of power steering pump assembly. 4. Remove the electrical connector. 5. Remove the bolt. 6. Remove the sensor. INSTALL OR CONNECT 1. Install the Camshaft Position Sensor. Tighten Retaining bolt to 10 Nm (8 lb. ft.). 2. Install the electrical Connector 3. Install the power steering pump. 4. Install the serpentine drive belt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications Coolant Temperature Sensor/Switch (For Computer): Electrical Specifications Engine Coolant Temperature (ECT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications > Page 3342 Coolant Temperature Sensor/Switch (For Computer): Mechanical Specifications Engine Coolant Temperature (ECT) Sensor ............................................................................................................................................... 23 Nm (17 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 3343 Engine Coolant Temperature (ECT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 3344 Coolant Temperature Sensor/Switch (For Computer): Description and Operation DESCRIPTION The Engine Coolant Temperature (ECT) sensor is a thermistor (a resistor which changes value based on temperature) mounted in the engine coolant stream. Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high temperature causes low resistance (70 ohms at 130°C/266°F). OPERATION The PCM supplies a 5 volt signal to the engine coolant temperature sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the engine is cold, and low when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant temperature. Engine coolant temperature affects most systems the PCM controls. The scan tool displays engine coolant temperature in degrees. After engine start-up, the temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the engine has not been run for several hours (overnight) the engine coolant temperature and intake air temperature displays should be close to each other. A hard fault in the engine coolant sensor circuit should set DTC P0117 or DTC P0118; an intermittent fault should set a DTC P1114 or P1115. The DTC Diagnostic Aids also contains a chart to check for sensor resistance values relative to temperature. The ECT sensor also contains another circuit which is used to operate the engine coolant temperature gauge located in the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 3345 Coolant Temperature Sensor/Switch (For Computer): Service and Repair REMOVE OR DISCONNECT 1. Relieve coolant pressure. 2. Air intake duct. 3. Disconnect the negative battery cable. 4. Remove the electrical connector. 5. Using a deep well socket and extension, remove the sensor. INSTALL OR CONNECT 1. Coat engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent. 2. Install the sensor in the engine. Tighten Sensor to 23 Nm (17 lb. ft.). 3. Install the electrical connector. 4. Air intake duct. 5. Connect the negative battery cable. 6. Start the engine. 7. Check for leaks. 8. Check the coolant level, replenish as needed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor Crankshaft Position Sensor: Specifications 24X Crankshaft Position Sensor Camshaft Position Sensor Bolt ............................................................................................................ ......................................................... 10 Nm (8 lb. ft.) Crankshaft Balancer Bolt Torque [1] ...................................................................................................................................................... 150 Nm (110 lb. ft.) [1] Apply thread sealer GM # 1052080 or equivalent to threads. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor > Page 3350 Crankshaft Position Sensor: Specifications 7X Crankshaft Position Sensor Crankshaft Sensor Bolt Torque ........................................................................................................... .......................................................... 8 Nm (71 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) Lower Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) > Page 3353 Lower Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3356 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3357 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3358 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3359 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3360 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3361 Crankshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3362 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3363 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3364 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3365 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3366 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3367 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3368 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3369 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3370 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3371 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3372 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3373 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3374 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3375 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3376 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3377 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3378 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3379 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3380 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3381 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3382 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3383 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3384 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3385 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3386 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3387 Crankshaft Position Sensor: Connector Views 7x Crankshaft Position (CKP) Sensor 24x Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3388 Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 3X 3X Reference Low The PCM uses this signal, from the ignition control module to calculate engine speed and crankshaft position over 1280 RPM. The PCM also uses the pulses on this circuit to initiate injector pulses. If the PCM receives no pulses on this circuit, DTC P1374 will set and the PCM will use the 24X reference signal circuit for fuel and ignition control. This is a ground circuit for the digital RPM counter inside the PCM, but the wire is connected to engine ground only through the ignition control module. Although this circuit is electrically connected to the PCM, it is not connected to ground at the PCM. The PCM compares voltage pulses on the reference input circuits to pulses on this circuit, ignoring pulses that appear on both. Refer to Electronic Ignition System for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 3391 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 7X Description The 7x crankshaft position sensor is the other Hall-effect switch closer to the crankshaft. The interrupter ring is a special wheel cast on the crankshaft that has seven machined slots. six of which are equally spaced 60 degrees apart. The seventh slot is spaced 10 degrees from one of the other slots. as the interrupter ring rotates with the crankshaft, the slots change the magnetic field. this will cause the 7x the Hall-effect switch to ground the 3X signal voltage that is supplied by the ignition control module. The ignition control module interprets the 7x on-off signals as an indication of crankshaft position. The ignition control module must have the 7x signal to fire the correct ignition coil. Operation The crankshaft position sensor provides a signal used by the ignition control module. The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference pulses which the PCM uses to calculate RPM and crankshaft position Refer to Electronic Ignition System for additional information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 3392 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 24X 24X Crankshaft Position (CKP) Sensor DESCRIPTION The 24X crankshaft position sensor (1), secured in, an aluminum mounting bracket and bolted to the front left side of the engine timing chain cover, is partially behind the crankshaft. A 3-wire harness connector plugs into the sensor, connecting it to the Powertrain Control Module (PCM). The 24X Crankshaft Position (CKP) Sensor is used to improve idle spark control at engine speeds up to approximately 1250 RPM. OPERATION The 24X crankshaft position sensor contains one Hall-effect switch and magnet. The magnet and Hall-effect switch are separated by an air gap. A Hall-effect switch reacts like a solid state switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic field is shielded from the switch by a piece of steel placed in the air gap between the magnet and the switch, the signal voltage is not grounded. If the piece of steel (called an interrupter) is repeatedly moved in and out of the air gap, the signal voltage will appear to go ON-OFF-ON-OFF-ON-OFF. Compared to a conventional mechanical distributor, this ON-OFF signal is similar to the signal that a set of breaker points in the distributor would generate as the distributor shaft turned and the points opened and closed. In the case of the electronic ignition system, the piece of steel is the concentric interrupter ring mounted to the rear of the crankshaft balancer. The interrupter ring has blades and windows that, with crankshaft rotation, either block the magnetic field or allow it to close the Hall-effect switch. The Hall-effect switch produces a signal called the CKP 24X because the interrupter ring has 24 evenly spaced blades and windows. When a CKP 24X interrupter ring window is between the magnet and Hall-effect switch, the magnetic field will cause the CKP 24X Hall-effect switch to ground the CKP 24X signal voltage supplied from the PCM. The CKP 24X portion of the crankshaft position sensor produces 24 ON-OFF pulses per crankshaft revolution. The 24X signal allows the PCM to determine a more precise crankshaft position at lower RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Page 3393 Crankshaft Position Sensor: Testing and Inspection The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Computers and Control Systems/Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Computers and Control Systems/Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (7X) 7X Crank Shaft Position (CKP) Sensor Removal Procedure 1. Disconnect the negative battery cable. 2. Turn the steering wheel all the way to the left. 3. Remove the CKP electrical connector. 4. Remove the CKP fastener. 5. Remove the CKP sensor from the Engine Block. 6. if the CKP sensor is going to be re-used inspect the sensor for the following: 6.1. Inspect the CKP sensor for wear, cracks, or leakage. Replace the O-ring if necessary. 6.2. Lubricate the new O-ring with clean engine oil before installing Installation Procedure 1. Install the CKP sensor to the block. 2. Install the bolt to hold the CKP sensor to the block face. Tighten ^ Tighten the bolt to 8 Nm (71 lb in). 3. Connect the electrical connector. 4. Lower the vehicle. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) > Page 3396 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (24X) 24X Crankshaft Position (CKP) Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the vehicle on hoist. 4. Remove the crankshaft harmonic balancer retaining bolt. 5. Remove the crankshaft harmonic balancer using special tool (J 24420-B) or equivalent. 6. Note the routing of sensor harness before removal. 7. Remove the harness retaining clip with bolt (1). 8. Remove the sensor electrical connector. 9. Remove the sensor bolts (2). 10. Remove the sensor. INSTALL OR CONNECT 1. Install the 24X Crankshaft Position Sensor with bolts (2) and route harness as noted during removal. 2. Install the harness retaining clip with bolt (1). Tighten Bolts to 10 Nm (8 lb. ft.). 3. Install the sensor electrical connector. 4. Install the balancer on the crankshaft using special tool (J 29113) or equivalent. 5. Apply thread sealer GM #1052080 or equivalent to threads of the crankshaft harmonic balancer bolt. Tighten Bolt to 150 Nm (110 lb. ft.). 6. Lower vehicle. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation EGR Valve Position Sensor: Description and Operation Linear EGR Valve DESCRIPTION The EGR pintle position sensor is an integral part of the EGR valve assembly. This sensor can not be serviced separately from the EGR valve. The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM and to detect a fault if the pintle position sensor and control circuits are open or shorted. If the PCM detects a pintle position signal voltage outside the normal range of the pintle position sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR system operation, the PCM will set DTC P1406. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure Fuel Level Sensor: Technical Service Bulletins Fuel Level Sensor - Replacement Procedure File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-07 Date: March, 1998 Subject: Fuel Level Sensor Replacement Procedure Models: 1997-98 Passenger Cars and Light Duty Trucks (Listed in Application Chart) INFORMATION This bulletin is being issued to clarify that, when fuel gauge diagnosis per the Service Manual indicates the cause to be the fuel level sensor, complete fuel sender assembly replacement is NOT required. Available fuel level sensor service packages are indicated in the application charts and should be installed following applicable Service Manual procedures and those provided in the service packages. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 3404 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 3405 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 3406 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 3407 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 3408 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 3409 Parts Information See the charts for listed for applicable part numbers. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the tables. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Page 3410 Fuel Level Sensor: Description and Operation The fuel sensor is attached to the modular fuel sender assembly. As the position of the float varies with the fuel level, the rheostat produces a variable resistance between the fuel gage and ground. The fuel gage converts this variable resistance into the fuel level reading display on the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams Fuel Tank Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams > Page 3414 Fuel Tank Pressure Sensor: Description and Operation Fuel Filter Description The Fuel Tank Pressure Sensor is mounted on top of the modular fuel sender. The sensor measures the difference between the fuel vapor pressure (or vacuum) in the fuel tank and the outside air pressure. A three wire electrical harness connects it to the Powertrain Control Module (PCM). Operation The PCM supplies a 5 volt reference signal and ground to the sensor. The sensor will return a voltage between 0.1 volts and 4.9 volts back to the PCM depending on the fuel vapor pressure in the fuel tank. When the fuel pressure in the fuel tank is equal to the outside air pressure, such as when the fuel cap is removed, the output voltage will be 1.3 volts to 1.7 volts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams > Page 3415 Fuel Tank Pressure Sensor: Service and Repair Removal Procedure 1. Relieve the system fuel pressure. Refer to Fuel Pressure Release Procedure. 2. Drain fuel tank. Refer to Draining Fuel Tank. 3. Remove the fuel tank. Refer to Fuel Tank. 4. Remove the electrical connector from the fuel tank vapor pressure sensor. 5. Remove the fuel tank vapor pressure sensor from modular fuel sender Installation Procedure 1. Install the new fuel tank vapor pressure sensor to modular fuel sender. 2. Install the electrical connector to fuel tank vapor pressure sensor 3. Install the fuel tank. Refer to Fuel Tank. 4. Refill tank. 5. Install the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications Intake Air Temperature Sensor: Electrical Specifications Intake Air Temperature (IAT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications > Page 3420 Intake Air Temperature Sensor: Mechanical Specifications Torque Valve Torque Valve Induction Air Sensor 44 in.lb Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions Intake Air Temperature Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3423 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3424 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3425 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3426 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3427 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3428 Intake Air Temperature Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3429 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3430 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3431 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3432 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3433 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3434 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3435 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3436 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3437 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3438 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3439 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3440 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3441 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3442 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3443 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3444 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3445 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3446 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3447 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3448 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3449 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3450 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3451 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3452 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3453 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3454 Intake Air Temperature (IAT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3455 Intake Air Temperature Sensor: Electrical Diagrams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3456 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 3457 Intake Air Temperature Sensor: Description and Operation Operation The Intake Air Temperature (IAT) sensor is a thermistor which changes value based on the temperature of air entering the engine. Low temperature produces a high resistance (100,000 ohms at -40°C (-40°F), while high temperature causes low resistance (70 ohms at 130°C (266°F). The PCM supplies a 5 volt signal to the sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the incoming air is cold, and low when the air is hot. By measuring the voltage, the PCM calculates the incoming air temperature. The IAT sensor signal is used to adjust spark timing according to incoming air density. The scan tool displays temperature of the air entering the engine, which should read close to ambient air temperature when the engine is cold, and rise as the underhood temperature increases. If the engine has not been run for several hours (overnight) the IAT sensor temperature and engine coolant temperature should read close to each other. A failure in the IAT sensor circuit should set DTC P0112 or DTC P0113. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 3458 Intake Air Temperature Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the electrical connector. 2. Carefully grasp the sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct. INSTALL OR CONNECT 1. Install the IAT Sensor into the hole. 2. Connect the electrical connector to the IAT Sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3464 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3465 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3466 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3467 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3468 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3469 Knock Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3470 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3471 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3472 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3473 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3474 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3475 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3476 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3477 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3478 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3479 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3480 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3481 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3482 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3483 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3484 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3485 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3486 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3487 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3488 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3489 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3490 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3491 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3492 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3493 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3494 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3495 Knock Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3496 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 3497 Knock Sensor: Description and Operation Description Varying octane levels in today's gasoline may cause detonation in some engines. Detonation is caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled explosion could produce a flame front opposite that of the normal flame front produced by the spark plug. The rattling sound normally associated with detonation is the result of two or more opposing pressures (flame fronts) colliding within the combustion chamber. Though light detonation is sometimes considered normal, heavy detonation could result in engine damage. To control spark knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing to reduce spark knock in the engine. This allows the engine to use maximum spark advance to improve driveability and fuel economy. ^ KS module. ^ Knock sensor. Operation The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is mounted in the engine block near the cylinders. The sensors produce an AC output voltage which increases with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the Ignition Control (IC) timing to reduce spark knock. The knock sensor is used to detect engine detonation, allowing the PCM to retard Ignition Control (IC) spark timing based on the KS signal being received. The knock sensor produces an AC signal which rides on a 5 volts DC signal supplied by the PCM. The signal amplitude and frequency is dependent upon the amount of knock being experienced. The PCM determines whether knock is occurring by comparing the signal level on the KS circuit with the voltage level on the noise channel. The noise channel allows the PCM to reject any false knock signal by indicating the amount of normal engine mechanical noise present. Normal engine noise varies depending on engine speed and load. If the voltage level on the KS noise channel circuit is below the range considered normal, DTC P0327 will set, indicating a fault in the KS circuit or one of the knock sensors. If the PCM determines that an abnormal minimum or maximum noise level is being experienced, a DTC P0326 will set. The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 3498 Knock Sensor: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 3499 Knock Sensor: Service and Repair REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Remove the knock sensor wiring harness connector from knock sensor. 4. Remove the knock sensor from engine block. INSTALL OR CONNECT NOTE: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and applying additional sealant will affect the sensors ability to detect detonation. 1. Install the knock sensor into engine block. 2. Install the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. 4. Disconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions Manifold Pressure/Vacuum Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3504 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3505 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3506 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3507 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3508 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3509 Manifold Pressure/Vacuum Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3510 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3511 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3512 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3513 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3514 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3515 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3516 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3517 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3518 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3519 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3520 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3521 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3522 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3523 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3524 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3525 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3526 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3527 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3528 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3529 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3530 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3531 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3532 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3533 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3534 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3535 Manifold Absolute Pressure (MAP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3536 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 3537 Manifold Pressure/Vacuum Sensor: Description and Operation MAP Sensor Service Description The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure (vacuum). The MAP sensor signal voltage to the PCM varies from below 2 volts at idle (high vacuum) to above 4 volts with the key ON, engine not running or at wide-open throttle (low vacuum). Operation The MAP sensor is used to determine manifold pressure changes while the linear EGR flow test diagnostic is being run (refer to DTC P0401 in DTC Tables), to determine engine vacuum level for other diagnostics and to determine barometric pressure (BARO). See: Computers and Control Systems/Testing and Inspection If the PCM detects a voltage that is lower than the possible range of the MAP sensor, DTC P0107 will be set. A signal voltage higher than the possible range of the sensor will set DTC P0108. An intermittent low or high voltage will set DTC P1107 or P1106 respectively. The PCM can also detect a shifted MAP sensor. The PCM compares the MAP sensor signal to a calculated MAP based on throttle position and various engine load factors. If the PCM detects a MAP signal that varies excessively above or below the calculated value, DTC P0106 will set. The PCM updates the MAP sensor reading at each 3X reference pulse. If the 3X reference pulse is lost the PCM will only update the MAP sensor once per ignition cycle and will retain that value until the next ignition cycle. Depending on the retained MAP sensor value, the PCM will set the appropriate high voltage DTC or low voltage DTC. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 3538 Manifold Pressure/Vacuum Sensor: Service and Repair MAP Sensor Service Removal Procedure 1. Disconnect the negative battery cable. 2. The Fuel Injector harness is attached to the MAP Sensor bracket. Disconnect the Fuel Injector Harness from the MAP Sensor. 3. Remove the bolt/screws (2). 4. Remove the electrical connector. 5. Remove the inlet vacuum hose. 6. Remove the MAP sensor from the bracket. Installation Procedure 1. Installation the inlet vacuum hose. 2. Connect the electrical connector. 3. Position the MAP sensor to bracket and drive bolt/screws (2) securely seated and not stripped. 4. Connect the Fuel Injector harness to the MAP Sensor bracket. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications Oil Level Sensor For ECM: Specifications Engine Oil Level Switch ....................................................................................................................... ............................................. 17-27 Nm (13-20 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications > Page 3542 Oil Level Sensor For ECM: Description and Operation Engine Oil Level Sensor The PCM monitors the Engine Oil Level Sensor signal at start-up to determine if engine oil level is OK. If the PCM determines that a low oil level condition exists, the PCM will illuminate the Low Oil Level indicator lamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications > Page 3543 Oil Level Sensor For ECM: Service and Repair Engine Oil Level Sensor REMOVAL PROCEDURE 1. Raise the vehicle. 2. Drain the engine oil. 3. Disconnect the electrical connector from Engine Oil Level Switch 4. Remove the Engine Oil Level Switch from the oil pan. INSTALLATION PROCEDURE 1. Install the Engine Oil Level Switch. Tighten Switch to 17-27 Nm (13-20 lb. ft.). 2. Lower the vehicle. 3. Add the engine oil to the correct level. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oil Pressure Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oil Pressure Sensor > Component Information > Locations > Page 3547 Engine Oil Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems Oxygen Sensor: Technical Service Bulletins Oxygen Sensor - Locations in Various Exhaust Systems File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-40 Date: March, 1997 INFORMATION Subject: Pictorial of Oxygen Sensor Designations in Various Exhaust Systems Configurations Models: 1996-97 Passenger Cars, Geos and Trucks Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 3552 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 3553 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 3554 Pictorials of the designation of oxygen sensors in General Motors vehicles. There has been some confusion relative to OBD II oxygen sensor designation. The intent of this bulletin is to eliminate misdiagnosis of those oxygen sensors due to misidentification. When using Section 6E of the Service Manual, this chart can help locate the appropriate bank and sensor for the diagnostic. For "V" engines; BANK 1 is always on the side of the engine with the number 1 cylinder (odd cylinders), and BANK 2 is always on the side of the engine where the number 2 cylinder (even cylinders) is located. Just a reminder, the OBD II P-codes, technician observations and customer comments are all to be recorded on the repair order in accordance with article 1.6.2G of the GM Service Policies and Procedures Manual. Use the approved labor operation for the sensors replaced. J 6372 is used for engine out sensors. Labor Operation J 6380 is for the pre-sensor (the sensor just in front of the catalytic converter) and the post sensor (the sensor behind the catalytic converter). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 3555 Oxygen Sensor: Specifications Heated Oxygen Sensor ....................................................................................................................... ............................................... 42 +/- 4 Nm (31 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update Oxygen Sensor: Locations Technical Service Bulletin Update File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-40 Date: March, 1997 INFORMATION Subject: Pictorial of Oxygen Sensor Designations in Various Exhaust Systems Configurations Models: 1996-97 Passenger Cars, Geos and Trucks Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 3558 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 3559 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 3560 Pictorials of the designation of oxygen sensors in General Motors vehicles. There has been some confusion relative to OBD II oxygen sensor designation. The intent of this bulletin is to eliminate misdiagnosis of those oxygen sensors due to mis-identification. When using Section 6E of the Service Manual, this chart can help locate the appropriate bank and sensor for the diagnostic. For "V" engines; BANK 1 is always on the side of the engine with the number 1 cylinder (odd cylinders), and BANK 2 is always on the side of the engine where the number 2 cylinder (even cylinders) is located. Just a reminder, the OBD II P-codes, technician observations and customer comments are all to be recorded on the repair order in accordance with article 1.6.2G of the GM Service Policies and Procedures Manual. Use the approved labor operation for the sensors replaced. J 6372 is used for engine out sensors. Labor Operation J 6380 is for the pre-sensor (the sensor just in front of the catalytic converter) and the post sensor (the sensor behind the catalytic converter). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 3561 Center Of Passenger Compartment, Under Vehicle Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 3562 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3565 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3566 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3567 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3568 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3569 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3570 Oxygen Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3571 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3572 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3573 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3574 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3575 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3576 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3577 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3578 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3579 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3580 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3581 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3582 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3583 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3584 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3585 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3586 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3587 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3588 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3589 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3590 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3591 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3592 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3593 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3594 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3595 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3596 Oxygen Sensor: Connector Views Post Converter Heated Oxygen Sensor (HO2S 2) Pre Converter Heated Oxygen Sensor (HO2S 1) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3597 Oxygen Sensor: Electrical Diagrams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Fuel Control Oxygen Sensors Oxygen Sensor: Description and Operation Fuel Control Oxygen Sensors Description The Precatalyst Heated Oxygen Sensor (HO2S 1) is mounted in the exhaust manifold where it can monitor the oxygen content of the exhaust gas stream. The oxygen present in the exhaust gas reacts with the sensor to produce a voltage output. This voltage should constantly fluctuate from approximately 100mV (high oxygen content - lean mixture) to 900mV (low oxygen content - rich mixture). The heated oxygen sensor voltage can be monitored with a scan tool. By monitoring the voltage output of the oxygen sensor, the PCM calculates what fuel mixture command to give to the injectors (lean mixture-low HO2S voltage = rich command, rich mixture-high HO2S voltage = lean command). Operation The HO2S 1 circuit, if open, should set a DTC P0134 and the scan tool will display a constant voltage between 400 - 500mV. A constant voltage below 300mV in the sensor circuit (circuit grounded) should set DTC P0131, while a constant voltage above 800mV in the circuit should set DTC P0132. A fault in the HO2S 1 heater circuit should cause DTC P0135 to set. The PCM can also detect HO2S response problems. If the response time of an HO2S is determined to be too slow, the PCM will store a DTC that indicates degraded HO2S performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Fuel Control Oxygen Sensors > Page 3600 Oxygen Sensor: Description and Operation Heated Oxygen Sensor 2 (HO2S 2) Catalyst Monitor Function The catalyst monitor sensors operate the same as the fuel control sensors. Although the HO2S 2 sensors' main function is catalyst monitoring, it also plays a limited role in fuel control. If the sensor output indicates a voltage either above or below the 450 millivolt bias voltage for an extended period of time, the PCM will make a slight adjustment to fuel trim to ensure that fuel delivery is correct for catalyst monitoring. A problem with the HO2S 2 signal circuit should set DTC P0137, P0138 or P0140, depending on the specific condition. A fault in the heated oxygen sensor heater element or its ignition feed or ground will result in slower oxygen sensor response. This may cause erroneous Catalyst monitor diagnostic results. A fault in the HO2S 2 heater circuit should cause DTC P0141 to set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Page 3601 Oxygen Sensor: Service and Repair Removal Procedure Caution: The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. If HO2S 2 is being replaced, raise the vehicle. 2. Disconnect the electrical connector. Important: A special anti-seize compound is used on the heated oxygen sensor threads The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 3. Carefully back out the heated oxygen sensor. Installation Procedure 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti-seize compound PIN 5613695, or equivalent if necessary. 2. Install the Heated Oxygen Sensor. Tighten ^ Tighten the HO2S 1 (Pre-catalytic converter) to 42 +/- 4 N.m (31 lb ft). ^ Tighten the HO2S 2 (Post-catalytic converter) to 42 +/- 4 N.m (31 lb ft). 3. Connect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications Throttle Position Sensor: Specifications Throttle position sensor screws [1] ............................................................................................................................................................ 2.0 Nm (18 lb in.) 1. Install the two TP sensor attaching screws, using a thread-locking compound on the screws. Loctite® 262, GM Part No. 1052624, or equivalent should be used. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Page 3605 Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3608 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3609 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3610 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3611 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3612 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3613 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3614 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3615 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3616 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3617 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3618 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3619 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3620 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3621 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3622 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3623 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3624 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3625 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3626 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3627 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3628 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3629 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3630 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3631 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3632 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3633 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3634 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3635 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3636 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3637 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3638 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3639 Throttle Position (TP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 3640 Throttle Position Sensor: Description and Operation Throttle Position (TP) Sensor DESCRIPTION The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a closed throttle position, the output of the TP sensor is low. As the throttle valve opens the TP sensor voltage increases so that at Wide Open Throttle (WOT), the TP sensor voltage should be above 4 volts. The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the PCM thinks the throttle is moving. A hard failure in the TP sensor 5 volts reference or signal circuits should set either a DTC P0122 or DTC P0123, and P1350. A hard failure with the TP sensor ground circuit may set DTCs P0123 and P0117. Once a DTC is set, the PCM will use an artificial default value based on engine RPM and mass air flow for throttle position and some vehicle performance will return. A high idle may result when either DTC P0122 or DTC P0123 is set. The PCM can detect intermittent TP sensor faults. DTC P1121 or DTC P1122 will set if an intermittent high or low circuit failure is being detected. The PCM can also detect a shifted TP sensor. The PCM monitors throttle position and compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If the PCM detects an out of range condition, DTC P0121 will be set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 3641 Throttle Position Sensor: Service and Repair Removal Procedure 1. Remove the TP sensor electrical connector. 2. Remove the 2 TP sensor attaching screws. 3. Remove the TP sensor. Installation Procedure 1. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle body assembly. 2. Install the 2 TP sensor attaching screws, using a thread-locking compound on the screws. Loctite 262, GM Part No. 1052624, or equivalent should be used. Tighten ^ Tighten the TP sensor attaching screws to 2.0 Nm (18 lb in). 3. Install the TP sensor electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 3650 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 3651 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 3657 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 3658 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Page 3659 Valid Input Combinations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 Transaxle Range Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 > Page 3662 Transaxle Range Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 3663 Transmission Position Switch/Sensor: Description and Operation Valid Input Combinations DESCRIPTION The Transaxle Range Switch is part of the Transaxle Park/Neutral Position (PNP) switch mounted on the transaxle manual shaft. The 4 inputs from the transaxle range switch indicate to the PCM which position is selected by the Transaxle selector lever. This information is used for transmission shift control, ignition timing, EVAP canister purge, EGR and Idle Air Control (IAC) valve operation. The combination of the four transaxle range input states determine the PCM commanded shift pattern. The input voltage level at the PCM is high (B+) when the transaxle range switch is open and low when the switch is closed to ground. The state of each input is represented on the scan tool as X=high voltage level, O=low voltage level. The four parameters represent transaxle range switch Parity, A, B, and C inputs respectively. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 3664 Transmission Position Switch/Sensor: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 3665 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 3666 Transmission Position Switch/Sensor: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Shift linkage. 3. Electrical connector. 4. Mounting bolts. 5. Switch assembly. REPLACEMENT - USING OLD SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft with switch. 3. Mounting bolts, loosely. 4. Insert J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Remove Or Disconnect 1. J 41545. IMPORTANT: After switch adjustment, verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch. REPLACEMENT - USING NEW SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft to flats in switch and install switch assembly. 3. Mounting bolts. 4. Insert tool J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Important: After switch installation verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch using Replacement - Using Old Switch procedure. Adjust 1. Place transaxle control shifter assembly in the NEUTRAL notch in detent plate. 2. Loosen switch attaching bolts. 3. Rotate switch on shifter assembly to align J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 3667 Tighten - Bolts to 24 Nm (18 ft. lbs.). 4. Remove J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits Vehicle Speed Sensor: Technical Service Bulletins Instruments - New Diagnostic Tables For VSS Circuits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-32 Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8A - Electrical Diagnosis - New Diagnostic Tables for Vehicle Speed Sensor Signal Circuit Models: 1996-97 Buick Skylark 1996 Chevrolet Beretta, Corsica 1996-97 Chevrolet Cavalier 1997 Chevrolet Malibu 1996-97 Oldsmobile Achieva 1997 Oldsmobile Cutlass 1996-97 Pontiac Grand Am, Sunfire This bulletin is being issued to add new diagnostic tables to Section 8A of the Service Manual. The tables included describe the diagnostic procedures for the diagnosis of the Vehicle Speed Sensor signal circuit from the Powertrain Control Module (PCM) to auxiliary devices. Please insert the included diagnostic tables into the Electrical Diagnosis Instrument Cluster section (Cell 80 J/L/N cars; Cell 81 L/N cars) of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3672 8A - 1 - 1 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3673 8A - 1 - 2 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3674 8A - 1 - 3 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3675 8A - 1 - 4 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3676 8A - 1 - 5 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3677 8A - 1 - 6 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3678 8A - 1 - 7 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3679 8A - 1 - 8 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3680 8A - 1 - 9 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3681 8A - 1 - 10 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3682 8A - 1 - 11 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3683 8A - 1 - 12 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3684 8A - 1 - 13 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3685 8A - 1 - 14 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3686 8A - 1 - 15 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3687 8A - 1 - 16 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3688 8A - 1 - 17 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3689 8A - 1 - 18 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3690 8A - 1 - 19 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3691 8A - 1 - 20 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3692 8A - 1 - 21 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3693 8A - 1 - 22 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3694 8A - 1 - 23 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3695 8A - 1 - 24 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3696 8A - 1 - 25 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3697 8A - 1 - 26 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3698 8A - 1 - 27 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 3699 8A - 1 - 28 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Page 3700 Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions Vehicle Speed Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3703 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3704 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3705 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3706 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3707 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3708 Vehicle Speed Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3709 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3710 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3711 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3712 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3713 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3714 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3715 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3716 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3717 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3718 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3719 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3720 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3721 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3722 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3723 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3724 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3725 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3726 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3727 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3728 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3729 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3730 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3731 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3732 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3733 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3734 Vehicle Speed Sensor (VSS) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3735 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Page 3736 Vehicle Speed Sensor: Description and Operation The Vehicle Speed Sensor (VSS) sends a pulsing voltage signal to the PCM which the PCM convents to miles per hour. This sensor mainly controls the operation of the TCC, shift solenoids, and cruise control systems. There are several different types of vehicle speed sensors. Refer to Automatic Transmission/Transaxle for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Page 3737 Vehicle Speed Sensor: Service and Repair REMOVE OR DISCONNECT 1. Raise and support vehicle. 2. Electrical connector. 3. Bolt holding speed sensor. 4. Vehicle speed sensor from case extension. 5. O-ring from vehicle speed sensor. INSTALL OR CONNECT 1. O-ring onto vehicle speed sensor. 2. Vehicle speed sensor into case extension. 3. Bolt. Tighten Bolt to 11 Nm (97 inch lbs.). 4. Electrical connector. 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Emission Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation EGR Valve Position Sensor: Description and Operation Linear EGR Valve DESCRIPTION The EGR pintle position sensor is an integral part of the EGR valve assembly. This sensor can not be serviced separately from the EGR valve. The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM and to detect a fault if the pintle position sensor and control circuits are open or shorted. If the PCM detects a pintle position signal voltage outside the normal range of the pintle position sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR system operation, the PCM will set DTC P1406. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Locations Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3748 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3749 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3750 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3751 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3752 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3753 Mass Air Flow (MAF) Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3754 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3755 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3756 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3757 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3758 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3759 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3760 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3761 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3762 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3763 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3764 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3765 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3766 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3767 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3768 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3769 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3770 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3771 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3772 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3773 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3774 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3775 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3776 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3777 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3778 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3779 Mass Air Flow (MAF) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 3780 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 3781 Mass Air Flow (MAF) Sensor: Description and Operation DESCRIPTION The Mass Air Flow (MAF) sensor measures the amount of air which passes through the throttle body. The PCM uses this information to determine the operating condition of the engine, to control fuel delivery. A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle. The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should read between 4 gm/s-7 gm/s on a fully warmed up engine. Values should change rather quickly on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF sensor or circuit should set DTC P0101, DTC P0102, or DTC P0103. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 3782 Mass Air Flow (MAF) Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the MAF sensor electrical connector. 2. Remove the air inlet duct from the MAF sensor. 3. Remove the MAF sensor from the air filter housing. INSTALL OR CONNECT 1. Carefully install the MAF sensor to the air inlet grommet. 2. Install the MAF sensor to the air inlet duct. 3. Reconnect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Fuel Pressure Sensor/Switch > Component Information > Diagrams Fuel Tank Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation Oil Pressure Switch (For Fuel Pump): Description and Operation PURPOSE The fuel pump and engine oil pressure indicator switch has two functions, to indicate low engine oil pressure and to supply battery voltage to the fuel pump in the event the fuel pump relay fails. OPERATION The Powertrain Control Module (PCM) checks the engine oil pressure continuously. If the oil pressure switch indicates low oil pressure at any time, the PCM will send information through serial data to the instrument cluster to turn "ON" the "Low Oil Pressure" telltale. The oil pressure portion of the switch has normally closed contacts that open on an increasing oil pressure of 41 kPa (6 psi) or less, and close on a decreasing pressure of 14 (2 psi). When the switch is closed, the oil pressure signal is sent to the PCM, which in turn sends the information to the instrument cluster through serial data. The oil pressure lamp on the instrument cluster is then illuminated. The fuel pump portion of the switch has a normally open contact that closes when increasing oil pressure of 41 kPa (6 psi) or less, and opens when decreasing pressure of 14 (2 psi). In the event the fuel pump relay fails, battery voltage is supplied to the fuel pump through the closed contacts from the switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation > Page 3789 Oil Pressure Switch (For Fuel Pump): Service and Repair Engine Oil Pressure Switch Removal Procedure 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Disconnect the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure sensor. Installation Procedure 1. Install the engine oil pressure sensor. 2. Tighten the oil pressure sensor to 16 Nm. 3. Connect the electrical connector to the engine oil pressure sensor. 4. Lower the vehicle. 5. Reconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications Throttle Position Sensor: Specifications Throttle position sensor screws [1] ............................................................................................................................................................ 2.0 Nm (18 lb in.) 1. Install the two TP sensor attaching screws, using a thread-locking compound on the screws. Loctite® 262, GM Part No. 1052624, or equivalent should be used. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Page 3793 Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3796 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3797 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3798 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3799 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3800 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3801 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3802 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3803 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3804 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3805 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3806 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3807 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3808 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3809 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3810 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3811 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3812 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3813 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3814 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3815 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3816 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3817 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3818 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3819 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3820 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3821 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3822 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3823 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3824 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3825 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3826 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3827 Throttle Position (TP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 3828 Throttle Position Sensor: Description and Operation Throttle Position (TP) Sensor DESCRIPTION The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a closed throttle position, the output of the TP sensor is low. As the throttle valve opens the TP sensor voltage increases so that at Wide Open Throttle (WOT), the TP sensor voltage should be above 4 volts. The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the PCM thinks the throttle is moving. A hard failure in the TP sensor 5 volts reference or signal circuits should set either a DTC P0122 or DTC P0123, and P1350. A hard failure with the TP sensor ground circuit may set DTCs P0123 and P0117. Once a DTC is set, the PCM will use an artificial default value based on engine RPM and mass air flow for throttle position and some vehicle performance will return. A high idle may result when either DTC P0122 or DTC P0123 is set. The PCM can detect intermittent TP sensor faults. DTC P1121 or DTC P1122 will set if an intermittent high or low circuit failure is being detected. The PCM can also detect a shifted TP sensor. The PCM monitors throttle position and compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If the PCM detects an out of range condition, DTC P0121 will be set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 3829 Throttle Position Sensor: Service and Repair Removal Procedure 1. Remove the TP sensor electrical connector. 2. Remove the 2 TP sensor attaching screws. 3. Remove the TP sensor. Installation Procedure 1. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle body assembly. 2. Install the 2 TP sensor attaching screws, using a thread-locking compound on the screws. Loctite 262, GM Part No. 1052624, or equivalent should be used. Tighten ^ Tighten the TP sensor attaching screws to 2.0 Nm (18 lb in). 3. Install the TP sensor electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Specifications Camshaft Position Sensor: Specifications Camshaft Position Sensor Bolt ............................................................................................................ ........................................................... 10 Nm (8 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Specifications > Page 3834 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3837 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3838 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3839 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3840 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3841 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3842 Camshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3843 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3844 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3845 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3846 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3847 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3848 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3849 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3850 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3851 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3852 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3853 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3854 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3855 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3856 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3857 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3858 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3859 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3860 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3861 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3862 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3863 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3864 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3865 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3866 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3867 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3868 Camshaft Position (CMP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Page 3869 Camshaft Position Sensor: Description and Operation Camshaft Position Sensor DESCRIPTION The Camshaft Position Sensor (CMP) sends a cam signal to the PCM which uses it as a sync pulse to trigger the injectors in proper sequence. The CAM signal is passed through the ignition control module. It is filtered and buffered by the ignition control module, but the signal is not processed in any other way. The PCM uses the CAM signal to indicate the position of the #1 piston during its power stroke. This allows the PCM to calculate true Sequential Fuel Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is running, DTC P0341 will set. If the CAM signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. The engine can be restarted and will run in the calculated sequential mode as long as the fault is present with a 1 in 6 chance of injector sequence being correct. Refer to DTC P0341/ Diagnostic Trouble Code Tables for further information. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Page 3870 Camshaft Position Sensor: Service and Repair Camshaft Position Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt. 3. Refer to Steering and Suspension for removal of power steering pump assembly. 4. Remove the electrical connector. 5. Remove the bolt. 6. Remove the sensor. INSTALL OR CONNECT 1. Install the Camshaft Position Sensor. Tighten Retaining bolt to 10 Nm (8 lb. ft.). 2. Install the electrical Connector 3. Install the power steering pump. 4. Install the serpentine drive belt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor Crankshaft Position Sensor: Specifications 24X Crankshaft Position Sensor Camshaft Position Sensor Bolt ............................................................................................................ ......................................................... 10 Nm (8 lb. ft.) Crankshaft Balancer Bolt Torque [1] ...................................................................................................................................................... 150 Nm (110 lb. ft.) [1] Apply thread sealer GM # 1052080 or equivalent to threads. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor > Page 3875 Crankshaft Position Sensor: Specifications 7X Crankshaft Position Sensor Crankshaft Sensor Bolt Torque ........................................................................................................... .......................................................... 8 Nm (71 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) Lower Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) > Page 3878 Lower Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3881 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3882 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3883 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3884 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3885 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3886 Crankshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3887 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3888 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3889 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3890 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3891 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3892 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3893 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3894 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3895 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3896 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3897 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3898 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3899 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3900 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3901 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3902 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3903 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3904 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3905 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3906 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3907 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3908 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3909 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3910 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3911 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3912 Crankshaft Position Sensor: Connector Views 7x Crankshaft Position (CKP) Sensor 24x Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3913 Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 3X 3X Reference Low The PCM uses this signal, from the ignition control module to calculate engine speed and crankshaft position over 1280 RPM. The PCM also uses the pulses on this circuit to initiate injector pulses. If the PCM receives no pulses on this circuit, DTC P1374 will set and the PCM will use the 24X reference signal circuit for fuel and ignition control. This is a ground circuit for the digital RPM counter inside the PCM, but the wire is connected to engine ground only through the ignition control module. Although this circuit is electrically connected to the PCM, it is not connected to ground at the PCM. The PCM compares voltage pulses on the reference input circuits to pulses on this circuit, ignoring pulses that appear on both. Refer to Electronic Ignition System for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 3916 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 7X Description The 7x crankshaft position sensor is the other Hall-effect switch closer to the crankshaft. The interrupter ring is a special wheel cast on the crankshaft that has seven machined slots. six of which are equally spaced 60 degrees apart. The seventh slot is spaced 10 degrees from one of the other slots. as the interrupter ring rotates with the crankshaft, the slots change the magnetic field. this will cause the 7x the Hall-effect switch to ground the 3X signal voltage that is supplied by the ignition control module. The ignition control module interprets the 7x on-off signals as an indication of crankshaft position. The ignition control module must have the 7x signal to fire the correct ignition coil. Operation The crankshaft position sensor provides a signal used by the ignition control module. The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference pulses which the PCM uses to calculate RPM and crankshaft position Refer to Electronic Ignition System for additional information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 3917 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 24X 24X Crankshaft Position (CKP) Sensor DESCRIPTION The 24X crankshaft position sensor (1), secured in, an aluminum mounting bracket and bolted to the front left side of the engine timing chain cover, is partially behind the crankshaft. A 3-wire harness connector plugs into the sensor, connecting it to the Powertrain Control Module (PCM). The 24X Crankshaft Position (CKP) Sensor is used to improve idle spark control at engine speeds up to approximately 1250 RPM. OPERATION The 24X crankshaft position sensor contains one Hall-effect switch and magnet. The magnet and Hall-effect switch are separated by an air gap. A Hall-effect switch reacts like a solid state switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic field is shielded from the switch by a piece of steel placed in the air gap between the magnet and the switch, the signal voltage is not grounded. If the piece of steel (called an interrupter) is repeatedly moved in and out of the air gap, the signal voltage will appear to go ON-OFF-ON-OFF-ON-OFF. Compared to a conventional mechanical distributor, this ON-OFF signal is similar to the signal that a set of breaker points in the distributor would generate as the distributor shaft turned and the points opened and closed. In the case of the electronic ignition system, the piece of steel is the concentric interrupter ring mounted to the rear of the crankshaft balancer. The interrupter ring has blades and windows that, with crankshaft rotation, either block the magnetic field or allow it to close the Hall-effect switch. The Hall-effect switch produces a signal called the CKP 24X because the interrupter ring has 24 evenly spaced blades and windows. When a CKP 24X interrupter ring window is between the magnet and Hall-effect switch, the magnetic field will cause the CKP 24X Hall-effect switch to ground the CKP 24X signal voltage supplied from the PCM. The CKP 24X portion of the crankshaft position sensor produces 24 ON-OFF pulses per crankshaft revolution. The 24X signal allows the PCM to determine a more precise crankshaft position at lower RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Page 3918 Crankshaft Position Sensor: Testing and Inspection The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Computers and Control Systems/Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Computers and Control Systems/Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (7X) 7X Crank Shaft Position (CKP) Sensor Removal Procedure 1. Disconnect the negative battery cable. 2. Turn the steering wheel all the way to the left. 3. Remove the CKP electrical connector. 4. Remove the CKP fastener. 5. Remove the CKP sensor from the Engine Block. 6. if the CKP sensor is going to be re-used inspect the sensor for the following: 6.1. Inspect the CKP sensor for wear, cracks, or leakage. Replace the O-ring if necessary. 6.2. Lubricate the new O-ring with clean engine oil before installing Installation Procedure 1. Install the CKP sensor to the block. 2. Install the bolt to hold the CKP sensor to the block face. Tighten ^ Tighten the bolt to 8 Nm (71 lb in). 3. Connect the electrical connector. 4. Lower the vehicle. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) > Page 3921 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (24X) 24X Crankshaft Position (CKP) Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the vehicle on hoist. 4. Remove the crankshaft harmonic balancer retaining bolt. 5. Remove the crankshaft harmonic balancer using special tool (J 24420-B) or equivalent. 6. Note the routing of sensor harness before removal. 7. Remove the harness retaining clip with bolt (1). 8. Remove the sensor electrical connector. 9. Remove the sensor bolts (2). 10. Remove the sensor. INSTALL OR CONNECT 1. Install the 24X Crankshaft Position Sensor with bolts (2) and route harness as noted during removal. 2. Install the harness retaining clip with bolt (1). Tighten Bolts to 10 Nm (8 lb. ft.). 3. Install the sensor electrical connector. 4. Install the balancer on the crankshaft using special tool (J 29113) or equivalent. 5. Apply thread sealer GM #1052080 or equivalent to threads of the crankshaft harmonic balancer bolt. Tighten Bolt to 150 Nm (110 lb. ft.). 6. Lower vehicle. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 3931 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 3932 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 3933 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 3934 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 3935 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 3940 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 3941 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 3942 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 3952 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 3953 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 3954 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 3955 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 3956 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 3961 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 3962 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 3963 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure > Page 3968 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure > Page 3969 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure > Page 3979 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock Remove/Install Procedure > Page 3980 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3986 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3987 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3988 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3989 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3990 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3991 Knock Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3992 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3993 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3994 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3995 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3996 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3997 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3998 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3999 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4000 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4001 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4002 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4003 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4004 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4005 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4006 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4007 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4008 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4009 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4010 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4011 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4012 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4013 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4014 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4015 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4016 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4017 Knock Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4018 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Page 4019 Knock Sensor: Description and Operation Description Varying octane levels in today's gasoline may cause detonation in some engines. Detonation is caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled explosion could produce a flame front opposite that of the normal flame front produced by the spark plug. The rattling sound normally associated with detonation is the result of two or more opposing pressures (flame fronts) colliding within the combustion chamber. Though light detonation is sometimes considered normal, heavy detonation could result in engine damage. To control spark knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing to reduce spark knock in the engine. This allows the engine to use maximum spark advance to improve driveability and fuel economy. ^ KS module. ^ Knock sensor. Operation The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is mounted in the engine block near the cylinders. The sensors produce an AC output voltage which increases with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the Ignition Control (IC) timing to reduce spark knock. The knock sensor is used to detect engine detonation, allowing the PCM to retard Ignition Control (IC) spark timing based on the KS signal being received. The knock sensor produces an AC signal which rides on a 5 volts DC signal supplied by the PCM. The signal amplitude and frequency is dependent upon the amount of knock being experienced. The PCM determines whether knock is occurring by comparing the signal level on the KS circuit with the voltage level on the noise channel. The noise channel allows the PCM to reject any false knock signal by indicating the amount of normal engine mechanical noise present. Normal engine noise varies depending on engine speed and load. If the voltage level on the KS noise channel circuit is below the range considered normal, DTC P0327 will set, indicating a fault in the KS circuit or one of the knock sensors. If the PCM determines that an abnormal minimum or maximum noise level is being experienced, a DTC P0326 will set. The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Page 4020 Knock Sensor: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Page 4021 Knock Sensor: Service and Repair REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Remove the knock sensor wiring harness connector from knock sensor. 4. Remove the knock sensor from engine block. INSTALL OR CONNECT NOTE: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and applying additional sealant will affect the sensors ability to detect detonation. 1. Install the knock sensor into engine block. 2. Install the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. 4. Disconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Fuel Pressure > Fuel Pressure Test Port > Component Information > Locations Fuel Pressure Test Port: Locations The Fuel Pressure Test Port is located on the fuel rail. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > Customer Interest for Idle Speed: > 77-65-17 > Jul > 97 > PROM Unstable Engine Idle Idle Speed: Customer Interest PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > Customer Interest for Idle Speed: > 77-65-17 > Jul > 97 > PROM Unstable Engine Idle > Page 4035 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > By Symptom for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Idle Speed: By Symptom PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > By Symptom for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 4041 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > All Technical Service Bulletins for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Idle Speed: All Technical Service Bulletins PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > All Technical Service Bulletins for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 4047 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Idle Speed > System Information > Technical Service Bulletins > Page 4048 Idle Speed: Specifications Information not supplied by the manufacturer. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 4058 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 4064 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Page 4065 Air Filter Element: Service and Repair Air Intake Resonator Removal Procedure 1. Remove the attaching bolt. 2. Remove retainer from resonator. 3. Remove the air intake resonator. Installation Procedure 1. Install resonator to vehicle. 2. Connect retainer to the air intake resonator. 3. Install attaching bolt to the resonator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Fuel Filter > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair Tool Required: J 3473-1A, Fuel Pressure Gauge 1. Disconnect the negative battery terminal to avoid possible fuel discharge if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect Fuel Pressure Gauge J 34730-1A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Firing Order > Component Information > Specifications > Ignition Firing Order Firing Order: Specifications Ignition Firing Order Firing Order ......................................................................................................................................... ............................................................... 1-2-3-4-5-6 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Timing > Number One Cylinder > Component Information > Locations > Number 1 Cylinder Location Number One Cylinder: Locations Number 1 Cylinder Location NUMBER ONE CYLINDER LOCATION Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Timing > Timing Marks and Indicators > System Information > Locations Timing Marks and Indicators: Locations The ignition timing is completely controlled by the Powertrain Control Module (PCM). No timing reference marks are provided. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications Ignition Cable: Specifications Spark Plug Wire Resistance .............................................................................................................................................................. Less than 30,000 Ohms. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 4085 Ignition Cable: Locations Spark Plug Wiring Spark Plug Wiring Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 4086 Ignition Cable: Service Precautions Silicone spark plug boots form a tight seal to the spark plugs. The boot should be twisted 1/2 turn while removing. DO NOT pull on the wire to remove it from a spark plug. Pull on the boot, or use a tool designed for this purpose. Care should also be exercised when connecting a timing light or other pick-up equipment. DO NOT force anything between the boot and wiring, or through the silicone jacket. Connections should be made in parallel using an adapter. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 4087 Ignition Cable: Description and Operation Description The spark plug wiring used is a carbon impregnated cord conductor encased in a 7 mm (9/32 inch) diameter silicone rubber jacket. The silicone wiring will withstand very high temperatures and also provides an excellent insulator for the higher voltage of the ignition system. The silicone spark plug boots form a tight seal on the plug and THE BOOT SHOULD BE TWISTED ONE-HALF TURN WHILE REMOVING. Care should also be exercised when connecting a timing light or other pick-up equipment. Do not force anything between the boot and wiring, or through the silicone jacket. Connections should be made in parallel using an adapter. DO NOT pull on the wire to remove. Pull on the boot, or use a tool designed for this purpose. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Cable > Component Information > Specifications > Page 4088 Ignition Cable: Service and Repair Spark Plug Wiring When replacing spark plug cables (secondary wiring), route the cables correctly and through the proper retainers. Use care when unlocking retainers. Failure to route the cables properly can lead to radio ignition noise and cross-firing of the plugs, or shorting of the leads to ground. The silicone spark plug boots form a tight seal on the plug and THE BOOT SHOULD BE TWISTED ONE-HALF TURN WHILE REMOVING. Refer to illustrations for spark plug cable routing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Specifications > Spark Plug Gap Spark Plug: Specifications Spark Plug Gap 0.060 in Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Specifications > Spark Plug Gap > Page 4093 Spark Plug: Specifications Spark Plug Torque 20 lb. ft. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Technician Safety Information Spark Plug: Technician Safety Information WARNING: If you smoke while handling coated spark plugs, wear gloves to prevent transfer of coating to cigarette and subsequent burning of coating. Always wash hands after handling coated plugs. CAUTION: Observe service precautions: - Allow engine to cool BEFORE removing spark plugs. Attempting to remove spark plugs from a hot engine may cause plug to seize, causing damage to cylinder head threads. - Clean spark plug recess area BEFORE removing plug. Failure to do so can result in engine damage due to dirt or foreign material entering cylinder head, or in contamination of cylinder head threads. Contaminated threads may prevent proper seating of new plug. - Use only spark plugs specified for use in the vehicle. DO NOT install spark plugs that are either "hotter" or "colder" than those specified for the vehicle. Installing plugs of another type can severely damage the engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Technician Safety Information > Page 4096 Spark Plug: Vehicle Damage Warnings WARNING: If you smoke while handling coated spark plugs, wear gloves to prevent transfer of coating to cigarette and subsequent burning of coating. Always wash hands after handling coated plugs. CAUTION: Observe service precautions: ^ Allow engine to cool BEFORE removing spark plugs. Attempting to remove spark plugs from a hot engine may cause plug to seize, causing damage to cylinder head threads. ^ Clean spark plug recess area BEFORE removing plug. Failure to do so can result in engine damage due to dirt or foreign material entering cylinder head, or in contamination of cylinder head threads. Contaminated threads may prevent proper seating of new plug. ^ Use only spark plugs specified for use in the vehicle. DO NOT install spark plugs that are either "hotter" or "colder" than those specified for the vehicle. Installing plugs of another type can severely damage the engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 4097 Spark Plug: Application and ID Note: Use recommended part or one of equivalent quality. AC Type: 41-940 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 4098 Spark Plug: Description and Operation CAUTION: This engine has aluminum cylinder heads. Allow the engine to cool before removing spark plugs, or the spark plug threads in the cylinder head may be damaged. DESCRIPTION This engine uses tapered seat resistor type spark plugs without gaskets. Always replace plugs with the same spark plug as listed. OPERATION Normal service is assumed to be a mixture of idling, slow speed, and high speed driving. Occasional or intermittent highway driving is needed for good spark plug performance because it gives increased combustion heat that bums away any excess deposits of carbon or oxides that have built up from frequent idling or continual stop-and-go driving. Spark plugs are protected by an insulating boot made of special heat-resistant material which covers the spark plug terminal and extends downward over a portion of the plug insulator. These boots prevent flash-over which causes engine mis-firing. Do not mistake corona discharge for flash-over or a shorted insulator. Corona is a steady blue light appearing around the insulator, just above the shell crimp. It is the visible evidence of a high-tension field, and has no effect on ignition performance. Usually it can be detected only in darkness. This discharge may repel dust particles, leaving a clear ring on the insulator just above the shell. This ring is sometimes mistakenly regarded as evidence that combustion gases have blown out between shell and insulator. Spark plugs must operate within certain temperature limits if they are to provide the performance and service life expected. The spark plug selected for an engine is based on the normal service which the engine was designed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 4099 Spark Plug: Testing and Inspection Worn or dirty plugs may give satisfactory operation at idling speed, but under operating conditions they frequently fail. Faulty plugs are indicated in a number of ways: poor fuel economy, power loss, loss of speed, hard starting and general poor engine performance. Spark plugs may also fail due to carbon fouling, excessive gap, or a broken insulator. Fouled plugs Fouled plugs are identified by black carbon deposits. The black deposits are usually the result of slow-speed driving and short runs where sufficient engine operating temperature is seldom reached. Worn pistons, rings, faulty ignition, over-rich air/fuel mixture and spark plugs which are too cold will also result in carbon deposits. Excessive gap Excessive gap wear, on plugs of low mileage, usually indicates the engine is operating at high speeds or loads that are consistently greater than normal or that a plug which is too hot is being used. Electrode wear may also be the result of plug overheating, caused by combustion gases leaking past the threads, due to insufficient spark plug torque or too much spark plug torque. An excessively lean air/fuel mixture will also result in excessive electrode wear. Broken insulator Broken insulators are usually the result of improper installation or carelessness when regapping the plug. Broken upper insulators usually result from a poor fitting wrench or an outside impact. The cracked insulator may not show up right away, but will as soon as oil or moisture penetrates the crack. The crack is usually just below the crimped part of the shell and may not be visible. Broken lower insulators usually result from carelessness when regapping and generally are visible. This type of break may result from the plug operating too "hot," which may happen in periods of high-speed operation or under heavy loads. When regapping a spark plug, always make the gap adjustment by bending the ground (side) electrode. Spark plugs with broken insulators should always be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Service Precautions > Page 4100 Spark Plug: Service and Repair Spark Plug Wiring Notice: To avoid engine damage, do not remove spark plugs when engine is warm. Use care when removing spark plug wire boots from spark plugs. Twist the boot one-half turn while removing, and pull on THE BOOT ONLY to remove the wire. Remove or Disconnect 1. Ignition key OFF. 2. Remove foreign material from around the spark plug holes. 3. Remove the spark plugs using a spark plug socket. Install or Connect 1. Adjust spark plug gap using a round wire type spark plug gap gage. WHILE GAPPING PLUG BE SURE TO KEEP THE PLATINUM PADS ALIGNED TO ENSURE MAXIMUM PLUG LIFE. Refer to Specifications for gap specifications. 2. Install new plugs and tighten properly. Tighten ^ Sparkplugs to 20 Nm (15 lb ft). ^ Reapply dielectric lubricant to insulator boot. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Compression Check > System Information > Specifications Compression Check: Specifications The lowest reading cylinder should not be less than 70% of the highest and no cylinder reading should be less than 689 kPa (100 psi). Perform compression test with engine at normal operating temperature, spark plugs removed and throttle wide open. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Compression Check > System Information > Specifications > Page 4104 Compression Check: Testing and Inspection TOOL REQUIRED ^ J 38722 Compression Tester A compression pressure test of the engine cylinders determines the condition of the rings, the valves and the head gasket. CAUTION: This engine has aluminum cylinder heads. Allow the engine to cool before removing the spark plugs, or the engine may be damaged. 1. Run the engine until it reaches normal operating temperature. The battery must be at or near full charge. 2. Turn the engine OFF. 3. Disable the ignition system. See Powertrain Management. 4. Disable the fuel system. See Powertrain Management. CAUTION: Remove the ignition fuse and both of the injector fuses from the fuse box and/or underhood electrical center. 5. Remove the spark plugs from all cylinders. See Powertrain Management. 6. Remove the air duct from the throttle body. See Powertrain Management. 7. Block the throttle plate in open position. 8. Measure the engine compression using the following procedure: a. Install the Compression Tester firmly to the spark plug hole. b. Crank the engine through at least ten compression strokes (or until the highest reading is achieved) in the cylinder being tested and check the readings on the Compression Tester at each stroke. Record the results. c. Disconnect the Compression Tester. d. Repeat the compression test for each cylinder. 9. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70% of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 10. When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. 11. The following are problem areas: ^ If there is a problem with the piston ring, compression is low on the first stroke and tends to build up on the following strokes, but does not reach normal. Compression improves considerably with the addition of oil. Use approximately three squirts of oil from a plunger-type oiler. ^ If there is a problem with the valve, compression is low on the first stroke and it does not tend to build up in following strokes. Compression does not improve much with the addition of oil. Use approximately three squirts from a plunger type oiler. ^ Leaking head gaskets give nearly the same results as valve problems, but may be identified by engine coolant in the crankcase. Head gasket leakage between two cylinders will give low readings on both cylinders. 12. Remove the block from the throttle plate. 13. Install the air duct to the throttle body. See Powertrain Management. 14. Install the spark plugs. See Powertrain Management. 15. Install the ignition fuse and both fuel injector fuses to the fuse box and/or underhood electrical center. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications Valve Clearance: Specifications This engine uses hydraulic lifters and no valve lash adjustment is necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > A/C Signal > Component Information > Description and Operation > Air Conditioning (A/C) Signal A/C Signal: Description and Operation Air Conditioning (A/C) Signal PCM Controlled Air Conditioning The air conditioning system uses a compressor with variable displacement. This compressor is referred to as the V-5 type compressor. The V-5 compressor meets A/C requirements without cycling. The A/C compressor operation is controlled by the Powertrain Control Module (PCM) for the following reasons: ^ Improves idle quality during compressor clutch engagement. ^ Improves wide open throttle performance (WOT). ^ Provides A/C compressor protection from operation with incorrect refrigerant pressures. For a description of the system and an explanation of the components used, refer to Heating and Air Conditioning. The A/C electrical system consists of the following components: ^ A/C control head. ^ A/C refrigerant pressure switch. ^ A/C compressor clutch. ^ A/C compressor clutch relay. ^ PCM. When A/C is selected through the A/C control head a 12 volt signal is supplied to the A/C request input of the PCM. The A/C compressor clutch relay is controlled through the PCM. This allows the PCM to increase the engine idle speed just prior to A/C clutch engagement for better idle quality. In addition the PCM will command the cooling fans on during A/C operation. The PCM monitors the A/C refrigerant pressure. If the A/C refrigerant pressure, and engine operating conditions are within a specific calibrated acceptable ranges the PCM will enable the A/C compressor relay. This is accomplished by providing a ground path for the A/C relay coil within the PCM. When the A/C compressor relay is enabled battery voltage is supplied to the compressor clutch coil. The PCM will enable the A/C compressor clutch whenever the engine is running and the A/C has been requested, unless any of the following conditions are met: ^ Throttle greater than 90%. ^ A/C head pressure greater than 427 psi (4.27 volts) or less than 41 psi (0.35 volt) (as determined by the A/C refrigerant pressure sensor). ^ Ignition voltage below 9.5 volts. ^ Engine speed greater than 6900 RPM for 5 seconds. ^ ECT greater than 121°C (250°F). ^ IAT less than 0°C (32°F). A/C Clutch Circuit Diagnosis should be used for diagnosing the electrical portion of the A/C compressor clutch circuit. When diagnosing the refrigerant portion of the HVAC system, refer to Heating and Air Conditioning. A scan tool will be used in diagnosing the system. The scan tool has the ability to read the A/C request and refrigerant pressure inputs to the PCM. The scan tool can display when the PCM has commanded the A/C clutch on. The scan tool should have the ability to override the A/C request signal and energize the A/C control relay. Refer to A/C Compressor Clutch Circuit Diagnosis / System Diagnostic Tables. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > A/C Signal > Component Information > Description and Operation > Page 4113 A/C Signal: Testing and Inspection DIAGNOSIS A scan tool will be used in diagnosing the system. The scan tool has the ability to display the A/C request and refrigerant pressure inputs to the PCM. The scan tool can display when the PCM has commanded the A/C clutch ON. The scan tool also has the ability to override the A/C request signal and energize the A/C control relay. To diagnose the refrigerant portion of the HVAC system, refer to Heating and Air Conditioning. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Accessory Signal > Component Information > Description and Operation > Cooling Fan Control Signal Accessory Signal: Description and Operation Cooling Fan Control Signal DESCRIPTION The electric cooling fans are used to lower the temperature of the engine coolant flowing through the radiator. They are also used to cool the refrigerant (R134a) flowing through the A/C condenser. OPERATION The Powertrain Control Module (PCM) controls the operation of the cooling fans. This is accomplished by providing a ground path for the cooling fan relay coils within the PCM. The relay contacts will close and complete the circuit between the fusible link at the battery junction block and the fan motors. Whenever there is a fan ON request both fans will be running. Power is supplied to the cooling fan motors through a fusible link and three 60 AMP maxifuses. The 60 AMP maxifuses are located in the underhood electrical center. The PCM Output Driver Module B output 1 is used to control Fan 1 operation. The PCM Output Driver Module B output 2 is used to control Fan 2 operation. The Driver Module outputs are monitored by the PCM. If Diagnostic Trouble Codes P1651 or P1652 are present follow the appropriate diagnostic tables prior to performing Electric Cooling Fans Diagnosis / System Diagnostic Tables. See: Testing and Inspection The PCM will complete the ground path for the low speed cooling fans (Fan 1) relay 1 under the following conditions: ^ When engine temperature exceeds 105°C (221°F). ^ When A/C is requested (ambient temperature must be above 9°C (48°F). ^ When A/C refrigerant pressure is greater than 190 psi (2 volts). ^ When the ignition is off and engine coolant temperature is greater than 140°C (284°F). The PCM will complete the ground paths for the high speed cooling fans (Fan 2) relays 1, 2 and 3 under the following conditions: ^ When engine temperature exceeds 113°C (235°F). ^ When A/C refrigerant pressure is greater than 275 psi (2.9 volts). When certain Diagnostic Trouble Codes (DTCs) are present, the PCM may command the cooling fans to run all the time. It is important to perform the Powertrain On-Board Diagnostic System check prior to diagnosing the engine cooling fans. See: Testing and Inspection If a problem that involves the low speed cooling fan relay control circuit (cooling fan relay #1 control) exists, DTC P1651 should set. If the problem affects the high speed cooling fan relay control circuit (cooling fan relay #2 and #3 control), DTC P1652 should set. A problem with the ECT sensor should set DTC P0117, P0118, P1114, or P1115. Any of these DTCs will affect cooling fan operation and should be diagnosed before using the Electric Cooling Fan Diagnosis table. The Electric Cooling Fan Diagnosis table should be used to diagnose the PCM controlled cooling fans only if no DTC is set. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Accessory Signal > Component Information > Description and Operation > Cooling Fan Control Signal > Page 4118 Accessory Signal: Description and Operation Cruise Control Status Signal DESCRIPTION The cruise control system is a speed control system that maintains a desired vehicle speed under normal driving conditions. The cruise control system has the ability to cruise, coast, resume speed, accelerate, and tap-up and tap-down vehicle speed. OPERATION The main parts of the cruise control system are the cruise control switches, the cruise control module assembly, the vehicle speed sensor, the cruise control release and stop lamp switch assemblies and the Powertrain Control Module (PCM). The operation of the cruise control module is controlled by the cruise control switches located on the cruise control actuator lever assembly. All cruise control functions are completed through this assembly. The cruise control release and stop lamp switch assemblies are provided to disengage the cruise control system. When the brake pedal is depressed, the cruise control system is electrically disabled. The cruise control module will remember what the vehicles cruise speed was set to prior to disengaging. After reaching the enabling criteria for cruise operation, depressing the resume switch will allow the vehicle to return to the previously set vehicle speed. The switch assemblies are mounted on the brake pedal bracket assembly. COMPONENTS The cruise control module assembly is mounted on the engine compartment fire wall. The cruise control system uses the cruise control module assembly to obtain the desired vehicle speed. Two important components in the module assembly help to do this, an electronic control module and an electric stepper motor. The control module uses a vehicle speed input from the PCM to determine how to adjust the electric stepper motor. The motor moves a band and the throttle linkage in response to the control module to maintain the desired cruise speed. The cruise control module, and the PCM, have a low speed limit which will prevent the cruise control system from engaging below a speed of 25 mph (40 km/h). The PCM also does not allow the cruise system to operate under certain conditions. When the cruise control system is enabled, the cruise control module sends a signal to tell the PCM that it is controlling the vehicle speed. The cruise control module is not serviceable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Accessory Signal > Component Information > Description and Operation > Cooling Fan Control Signal > Page 4119 Accessory Signal: Description and Operation PCM Controlled Warning Lamps Description The PCM controlled lamps are intended to alert the driver to an operating condition which may require immediate attention. PCM Controlled Lamps The instrument panel indicators ignition 1 feed powers the PCM controlled lamps. The PCM controlled lamps operate as follows: ^ Hot Lamp: The PCM commands the Hot lamp ON when the engine coolant temperature exceeds 124°C (255°F). The PCM commands the Hot lamp OFF when the engine coolant temperature falls below 120°C (248°F). ^ Generator Lamp: The PCM commands the generator lamp ON under the following conditions: - When the engine speed is greater than 1200 RPM and system voltage falls below 10 volts for longer than 10 seconds. The PCM commands the generator ON when system voltage rises to above 12 volts. - When the generator control circuit (L terminal) remains low for longer than 10 seconds. - When the engine speed is below 2060 RPM and the generator PWM control circuit (F terminal) duty cycle remains low for longer than 20 seconds. - When the engine speed is above 4000 RPM and the generator PWM control circuit (F terminal) duty cycle remains high for longer than 20 seconds. ^ Low Oil Level Lamp: The PCM commands the Low Oil Level Lamp ON if the Engine Oil Level sensor indicates that a low oil level condition exists. The PCM determines whether or not to test for low oil level based on the difference between engine coolant temperature at the last shutdown and engine coolant temperature at startup. This is to ensure that the oil has drained back into the oil pan before testing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Locations Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4125 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4126 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4127 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4128 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4129 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4130 Mass Air Flow (MAF) Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4131 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4132 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4133 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4134 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4135 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4136 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4137 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4138 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4139 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4140 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4141 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4142 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4143 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4144 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4145 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4146 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4147 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4148 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4149 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4150 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4151 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4152 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4153 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4154 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4155 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4156 Mass Air Flow (MAF) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4157 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 4158 Mass Air Flow (MAF) Sensor: Description and Operation DESCRIPTION The Mass Air Flow (MAF) sensor measures the amount of air which passes through the throttle body. The PCM uses this information to determine the operating condition of the engine, to control fuel delivery. A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle. The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should read between 4 gm/s-7 gm/s on a fully warmed up engine. Values should change rather quickly on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF sensor or circuit should set DTC P0101, DTC P0102, or DTC P0103. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 4159 Mass Air Flow (MAF) Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the MAF sensor electrical connector. 2. Remove the air inlet duct from the MAF sensor. 3. Remove the MAF sensor from the air filter housing. INSTALL OR CONNECT 1. Carefully install the MAF sensor to the air inlet grommet. 2. Install the MAF sensor to the air inlet duct. 3. Reconnect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications Intake Air Temperature Sensor: Electrical Specifications Intake Air Temperature (IAT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications > Page 4164 Intake Air Temperature Sensor: Mechanical Specifications Torque Valve Torque Valve Induction Air Sensor 44 in.lb Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions Intake Air Temperature Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4167 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4168 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4169 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4170 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4171 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4172 Intake Air Temperature Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4173 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4174 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4175 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4176 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4177 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4178 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4179 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4180 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4181 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4182 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4183 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4184 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4185 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4186 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4187 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4188 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4189 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4190 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4191 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4192 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4193 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4194 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4195 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4196 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4197 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4198 Intake Air Temperature (IAT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4199 Intake Air Temperature Sensor: Electrical Diagrams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4200 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 4201 Intake Air Temperature Sensor: Description and Operation Operation The Intake Air Temperature (IAT) sensor is a thermistor which changes value based on the temperature of air entering the engine. Low temperature produces a high resistance (100,000 ohms at -40°C (-40°F), while high temperature causes low resistance (70 ohms at 130°C (266°F). The PCM supplies a 5 volt signal to the sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the incoming air is cold, and low when the air is hot. By measuring the voltage, the PCM calculates the incoming air temperature. The IAT sensor signal is used to adjust spark timing according to incoming air density. The scan tool displays temperature of the air entering the engine, which should read close to ambient air temperature when the engine is cold, and rise as the underhood temperature increases. If the engine has not been run for several hours (overnight) the IAT sensor temperature and engine coolant temperature should read close to each other. A failure in the IAT sensor circuit should set DTC P0112 or DTC P0113. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 4202 Intake Air Temperature Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the electrical connector. 2. Carefully grasp the sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct. INSTALL OR CONNECT 1. Install the IAT Sensor into the hole. 2. Connect the electrical connector to the IAT Sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > Engine Controls - Service Manual Supplement Announcement Body Control Module: Technical Service Bulletins Engine Controls - Service Manual Supplement Announcement File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-04-010 Date: March, 1999 INFORMATION Subject: 1997 Service Manual Supplement Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass The 1997 GMP/97-LN-2 service information has been revised to incorporate the changes associated with the Body Function Controller (BFC). Please refer to the 1997 Service Manual supplement (part number GMP/97-LN-UPD) for the revised service information. This supplement provides revised diagnostic procedures and service information for the following items: ^ DTC P0630 A/C Refrigerant Pressure Sensor Circuit ^ DTC P1601 Serial Communication Malfunction ^ DTC P1602 Class II Failure with EBCM ^ DTC P1610 Class II Failure with BFC ^ DTC P1626 No Password ^ DTC P1530 Theft Deterrent PCM in Learn Mode ^ DTC P1631 Theft Deterrent Password Incorrect ^ DTC P1632 Theft Deterrent System Fuel Disabled ^ A/C Refrigerant Pressure Sensor Circuit ^ A/C Compressor Clutch Control ^ Electric Cooling Fan ^ Electric Cooling Fan (Table 1) ^ Electric Cooling Fan (Table 2) ^ Electric Cooling Fan (Table 3) ^ Engine Oil Pressure Switch ^ PCM Controlled Air Conditioning ^ Electric Cooling Fan General Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > Page 4207 Below RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4210 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4211 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4212 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4213 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4214 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4215 Body Control Module: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4216 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4217 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4218 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4219 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4220 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4221 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4222 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4223 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4224 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4225 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4226 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4227 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4228 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4229 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4230 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4231 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4232 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4233 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4234 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4235 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4236 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4237 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4238 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4239 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4240 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4241 Body Control Module: Connector Views Body Function Controller (BFC): C1 Body Function Controller (BFC): C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4242 Body Function Controller (BFC): C2 (Part 1 Of 2) Body Function Controller (BFC): C2 (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4243 Body Function Controller (BFC): C3 Body Function Controller (BFC): C3 (Part 1 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4244 Body Function Controller (BFC): C3 (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4245 Body Control Module: Electrical Diagrams Body Function Controller (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4246 Body Function Controller (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4247 Body Function Controller (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4248 Body Function Controller (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Service Precautions > Technician Safety Information Body Control Module: Technician Safety Information CAUTION: ^ This vehicle is equipped with Supplemental Inflatable Restraint (SIR). Refer to Service Precautions / Air Bags (Supplemental Restraint Systems) before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Service Precautions > Technician Safety Information > Page 4251 Body Control Module: Vehicle Damage Warnings Overloading Circuits The computer system is designed to withstand normal current draws associated with vehicle operation, however, care must be taken to avoid overloading any of these circuits. In testing for opens or shorts, do not ground or apply voltage to any of the circuits unless instructed to do so by the diagnostic procedures. These circuits may only be tested using the High Impedance Multimeter (J 39200 or equivalent) if they remain connected to one of the computers. Never remove or apply voltage to one of the computers with the Ignition Switch in the RUN position. Before removing or connecting battery cables, fuses or connectors always turn the Ignition Switch to the OFF position. Fastener Requirements NOTE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. General Motors will call out those fasteners that require a replacement after removal. General Motors will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation Body Control Module: Description and Operation Body Control System Operation Bulb Check General Description The bulb check function resides in the Body Function Controller (BFC). Every time the Ignition Switch transitions from ACC to RUN, an Instrument Cluster bulb check will occur for a calibrated amount of time for specified indicators. Bulb check will override the OFF state of the affected indicators. The Body Function Controller (BFC) will determine which indicators to bulb check by looking at an EEPROM table. Every Serial Peripheral Interface (SPI) indicator has a bit in the EEPROM table. The gauges will WOW during a bulb check. A WOW is when all of the gauge indicators are moved at the same time and all indicators are lit. If there is an indicator lit before the WOW, the indicator shall remain lit after this function has concluded. Compressor Controls The Powertrain Control Module (PCM) and Body Function Controller (BFC) share hardware and software for control of the AC Compressor Clutch. The Powertrain Control Module (PCM) and the Body Function Controller (BFC) communicate this information over the serial data Class 2 line. The Body Function Controller (BFC) performs the following software functions: ^ Limit Low Speed Compressor Operation ^ Prevent Clutch Slippage ^ High Coolant Temperature ^ Monitor for Overpressure ^ Determine Low Ambient Pressure ^ Control Compressor Clutch The Powertrain Control Module (PCM) performs the following functions: ^ Prevent Compressor Overspeed ^ Limit Compressor Speed (in PARK or NEUTRAL) ^ Drive Compressor Clutch ^ Perform Anti-Slug (Slugging is when a mass of liquid enters the AC Compressor Pump) Interior Lighting Control The Body Function Controller (BFC) provides the following interior lamp control: ^ Courtesy lamps. ^ Illuminated Entry control of Courtesy Lamps. Courtesy Lamps are enabled by the following methods: ^ By discrete input to the Body Function Controller (BFC) from the door ajar switches. ^ If any of the doors are open and the vehicle speed is less than 13 km/h (8 mp/h). ^ If the Ignition Switch has been turned OFF for less than two minutes and then the doors are closed, the lights will stay on for 4 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for more than two minutes and then the doors are closed, the lights will stay on for 40 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for less than two minutes and the Ignition Key is removed or the doors are opened, the lights will turn on for 15 seconds (or until the Ignition Key is re-inserted or a door open switch is cycled). ^ Remote Control Door Lock Transmitter activation of the Driver Door Unlock or the Trunk Release (function of Illuminated entry). When the interior lights are to be turned off because a customer is leaving the vehicle (the Ignition Switch is turned OFF for more than two minutes), they are first step dimmed, and then theater dimmed to the OFF state. If the Ignition Switch is turned OFF for less than two minutes the interior lights are theater dimmed to the OFF state in four seconds. If the customer sits in the vehicle and the interior lights have turned OFF and the customer removes the Ignition Key the interior lights will illuminate for 15 seconds. Volts Indicator The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation > Page 4254 There are four fault codes possible that will illuminate the volts indicator. The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Wake-Up/Asleep States Wake-ups are signals that will turn the Body Function Controller (BFC) ON and cause it to begin active control and/or monitoring. The Body Function Controller (BFC) is asleep when it has stopped control or monitoring and has become idle again. The Body Function Controller (BFC) Wake-ups are as follows: ^ Door Ajar Switches ^ Ignition Switch actuation ^ Inadvertent Power ^ Battery Guard ^ Remote Control Door Lock Receiver Driver Door Unlock actuation Trunk Release The Body Function Controller will go to sleep and go into Battery Rundown Protection mode are as follows: ^ Less than 24 km (15 miles), 3 minutes ^ Greater than 24 km (15 miles), 20 minutes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation > Page 4255 Body Control Module: Description and Operation General Description The Body Function Controller (BFC) performs the following functions: ^ A/C Compressor request ^ A/C Cooling Fan ^ Exterior and interior lighting control Daytime Running Lights (DRL) - Automatic Lighting Control - Fog Lamps - Interior Lighting ^ Battery Rundown Protection ^ Chime ^ Gauge Control ^ Instrument Cluster Indicator Control ^ Theft Deterrent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview Basic Knowledge Required Before performing diagnosis there are some areas that you must be familiar with. Without this basic knowledge, you will have difficulty using diagnostic procedures. 1. Basic Electrical Circuits - The basic theory of electricity is essential. An understanding of voltage, current, resistance and their relationships to each other will help in the diagnosis of an open or shorted circuit. You must be able to read and understand a schematic wiring diagram. 2. Use of Circuit Testing Tools - You must know how to use jumper wires to bypass components to test circuits. You must be familiar with the High Impedance Multimeter (DMM - Digital Multi Meter), particularly essential tool J 39200 or equivalent. You must be able to measure voltage, resistance, and current with the DMM you are using. 3. Use of the scan tool - You must know how to use, connect, manipulate and diagnose circuits using this essential tool. You must be familiar with screens and control module partitions. Body Function Controller System Check Diagnostic Trouble Codes Warning IMPORTANT Do NOT replace the Body Function Controller (BFC) unless a Diagnostic Trouble Code (DTC) remains Current after all DTC tables have been executed. NEVER replace the Body Function Controller (BFC) based on History codes. The Body Function Controller (BFC) and the Electronic Brake Control Module (EBCM) are connected to the Class 2 serial data link and are capable of setting Diagnostic Trouble Codes. The history DTC codes (a history DTC is a current DTC fault that disappears in the next ignition cycle) can be especially useful in diagnosing an intermittent problem. An explanation of these are given below in Diagnostic Trouble Codes (DTC) TABLE #13. On Vehicle Diagnostic Capabilities Aboard this vehicle are electronic components which can be controlled by the service technician to provide valuable self-diagnostic information. These components are part of an electrical network designed to control various engine and body subsystems. System sensors and switches are monitored by the computer system. These components are ^ Body Function Controller (BFC) ^ Electronic Brake Control Module (EBCM) ^ Instrument Cluster Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4258 ^ Powertrain Control Module (PCM) ^ Sensing and Diagnostic Module (SDM) - Supplemental Inflatable Restraint System (CKT 800 UART) A combination of inputs from these components, other sensors and switches go to the computers either as discrete/analog inputs, communicated on the communications link (called the Data Line (circuit 1807 Class 2, or circuit 800 UART) and Serial Peripheral Interface (SPI) [circuit 1321, circuit 1322 and circuit 1323]) to other computers. Visual Inspection One of the most important checks, which must be done before any diagnostic activity, is a careful visual inspection of suspect wiring and components. This can often lead to fixing a malfunction without further steps. Inspect the battery hydrometer (green eye) to assure the Battery is not discharged. Inspect all vacuum and electrical circuits for pinches, cuts or disconnects. This visual inspection is very important. It must be done carefully and thoroughly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4259 Body Control Module: Reading and Clearing Diagnostic Trouble Codes With Scan Tool The procedure for reading diagnostic trouble code(s) is to use a diagnostic scan tool. Read Diagnostic Trouble Codes Using a Tech 1, Tech 2 or Other Scan Tool. When reading DTC(s), follow instructions supplied by tool manufacturer. Without Scan Tool A scan tool must be used to retrieve DTCs from the PCM memory. DTCs can no longer be retrieved by grounding terminals "A" to "B" at the Data Link Connector (DLC). This also eliminates the PCM function of flashing Code 12. The use of a Tech 1 scan tool or equivalent will be needed to obtain both current and history DTCs. Failure to follow this step could result in unnecessary repairs. With Scan Tool NOTE: Only clear DTC's when instructed to do so. All of the diagnostic data that was saved along with the DTC will also be erased when the code is cleared. To clear Diagnostic Trouble Codes (DTCs), use the diagnostic scan tool, "clear DTCs" or "clear info" function. When clearing DTCs follow instructions supplied by the tool manufacturer. To Clear DTCs From Memory: ^ Use a scan tool (recommended) Or ^ Ignition OFF for at least 10 seconds, ^ Disconnect the negative battery cable for 30 seconds (clears status flags). Notice: Clearing the PCM DTC memory by disconnecting the battery will clear all PCM memories. Since some operations (particularly IAC valve idle control) are learned, it may be necessary to partially depress the accelerator pedal when re-starting the engine after PCM memory is cleared. It may also be necessary to release the accelerator pedal very slowly when first returning to idle, to prevent a stall. This will allow the PCM to re-learn IAC valve position. Learned operations may be restored by normal driving. Without Scan Tool NOTE: Only clear DTC's when instructed to do so. All of the diagnostic data that was saved along with the DTC will also be erased when the code is cleared. A scan tool should be used to clear diagnostic trouble codes. When a scan tool is not available, DTCs can also be cleared by disconnecting one of the following sources for at least thirty (30) seconds: NOTE: When codes are cleared in the following manner, a short period of poor driveablity could result while the processor goes through a relearning process. Caution: To prevent system damage, the ignition key must be "OFF" when disconnecting or reconnecting battery power. ^ The power source to the control module. Examples: fuse, pigtail at battery PCM connectors etc. ^ The negative battery cable. (Disconnecting the negative battery cable may result in the loss of other on-board memory data, such as preset radio tuning). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4260 Body Control Module: Component Tests and General Diagnostics Bulb Check General Description The bulb check function resides in the Body Function Controller (BFC). Every time the Ignition Switch transitions from ACC to RUN, an Instrument Cluster bulb check will occur for a calibrated amount of time for specified indicators. Bulb check will override the OFF state of the affected indicators. The Body Function Controller (BFC) will determine which indicators to bulb check by looking at an EEPROM table. Every Serial Peripheral Interface (SPI) indicator has a bit in the EEPROM table. The gauges will WOW during a bulb check. A WOW is when all of the gauge indicators are moved at the same time and all indicators are lit. If there is an indicator lit before the WOW, the indicator shall remain lit after this function has concluded. Compressor Controls The Powertrain Control Module (PCM) and Body Function Controller (BFC) share hardware and software for control of the AC Compressor Clutch. The Powertrain Control Module (PCM) and the Body Function Controller (BFC) communicate this information over the serial data Class 2 line. The Body Function Controller (BFC) performs the following software functions: ^ Limit Low Speed Compressor Operation ^ Prevent Clutch Slippage ^ High Coolant Temperature ^ Monitor for Overpressure ^ Determine Low Ambient Pressure ^ Control Compressor Clutch The Powertrain Control Module (PCM) performs the following functions: ^ Prevent Compressor Overspeed ^ Limit Compressor Speed (in PARK or NEUTRAL) ^ Drive Compressor Clutch ^ Perform Anti-Slug (Slugging is when a mass of liquid enters the AC Compressor Pump) Interior Lighting Control The Body Function Controller (BFC) provides the following interior lamp control: ^ Courtesy lamps. ^ Illuminated Entry control of Courtesy Lamps. Courtesy Lamps are enabled by the following methods: ^ By discrete input to the Body Function Controller (BFC) from the door ajar switches. ^ If any of the doors are open and the vehicle speed is less than 13 km/h (8 mp/h). ^ If the Ignition Switch has been turned OFF for less than two minutes and then the doors are closed, the lights will stay on for 4 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for more than two minutes and then the doors are closed, the lights will stay on for 40 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for less than two minutes and the Ignition Key is removed or the doors are opened, the lights will turn on for 15 seconds (or until the Ignition Key is re-inserted or a door open switch is cycled). ^ Remote Control Door Lock Transmitter activation of the Driver Door Unlock or the Trunk Release (function of Illuminated entry). When the interior lights are to be turned off because a customer is leaving the vehicle (the Ignition Switch is turned OFF for more than two minutes), they are first step dimmed, and then theater dimmed to the OFF state. If the Ignition Switch is turned OFF for less than two minutes the interior lights are theater dimmed to the OFF state in four seconds. If the customer sits in the vehicle and the interior lights have turned OFF and the customer removes the Ignition Key the interior lights will illuminate for 15 seconds. Volts Indicator The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. There are four fault codes possible that will illuminate the volts indicator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4261 The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Wake-Up/Asleep States Wake-ups are signals that will turn the Body Function Controller (BFC) ON and cause it to begin active control and/or monitoring. The Body Function Controller (BFC) is asleep when it has stopped control or monitoring and has become idle again. The Body Function Controller (BFC) Wake-ups are as follows: ^ Door Ajar Switches ^ Ignition Switch actuation ^ Inadvertent Power ^ Battery Guard ^ Remote Control Door Lock Receiver Driver Door Unlock actuation Trunk Release The Body Function Controller will go to sleep and go into Battery Rundown Protection mode are as follows: ^ Less than 24 km (15 miles), 3 minutes ^ Greater than 24 km (15 miles), 20 minutes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4262 Body Control Module: Scan Tool Testing and Procedures System Tests System Tests, using the Scan Tool, allow for the display of values as actually seen or commanded by the various computers (i.e. PCM, IC, SDM, EBCM, or BFC). The Test Types available are dependent upon the System selected, but may include the following: ^ Data (Analog Inputs) - displays analog values as seen by the system. ^ Inputs and Outputs (Digital Inputs) - displays digital values as seen by the system and provides an indication of whether the input or output has cycled. ^ Special Functions (Output Controls) - allows for outputs of the system to be set at a desired value (ON or OFF). ^ Clear Codes - will erase all DTCs stored for the system currently selected (Note: If the malfunction is still present, the DTC may immediately reset). Body Main Menu The scan tool software is broken into major computer controller groups that are found in the body of the vehicle. The Body Function Controller (BFC), in addition to being an element of the Class 2 serial data link, also has hardwired inputs as do the Powertrain Control Module (PCM), Electronic Brake Control Module (EBCM), the Instrument Cluster, and the Sensing and Diagnostic Module (SDM). Some of these inputs are used to display information for the Instrument Cluster gauges and indicators while other inputs are converted into serial data link and transmitted on the Class 2 serial data link and the Serial Peripheral Interface (SPI) serial data link. The Body Function Controller (BFC) is the only interface to the Instrument Cluster, the Body Function Controller (BFC) converts Class 2 data to Serial Peripheral Interface (SPI) for the Instrument Cluster. The choice of inputs that can be read are listed in TABLE #1. TABLE #1 - BODY MAIN MENU Function Supplemental Inflatable Restraint Body Function Controller Entertainment and Comfort Bus Features Menu Description In this mode of operation, the scan tool can navigate through various modes of information gathering modes; Diagnostic Trouble Codes (DTC), Data Display, Snapshot, and Special Functions. The Diagnostic Trouble Codes (DTC) menu allow the technician to view the error codes set by the Body Function Controller (BFC). The Data Display menu allows the technician to view what the current state the various Body Function Controllers inputs and outputs. The Snapshot menu function allows the technician to view and store the inputs as an aid in diagnosis of multi-system faults. The Special Functions menu allows the technician to actuate the Body Function Controller's outputs. The choice of inputs that can be read are listed in TABLE #2. Diagnostic Trouble Code Menu In this mode the technician is allowed to view and clear current and history Diagnostic Trouble Codes (DTC). Data Display Menu Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4263 Description In this mode of operation, the scan tool allows the technician to command the Body Function Controller (BFC) to display its various inputs, outputs, and Instrument Cluster information for ease in diagnosis. This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly from the Body Function Controller (BFC) inputs, the Instrument Cluster or the Powertrain Control Module (PCM) and if the computer systems are operating properly. The choice of inputs that can be read are listed in TABLE #3. Module Information Menu Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read from the instrument Cluster pertinent information about the Instrument Cluster (Part Number, Calibration ID and the year of construction), the information that can be read is listed in TABLE #4. PCM to BFC A/C Clutch Data Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various data inputs from the Powertrain Control Module (PCM). This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly from the Powertrain Control Module (PCM) and if the Powertrain Control Module (PCM) is allowing the A/C Compressor to function. The inputs that can be read are listed in TABLE #5 Security Data Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4264 Description In this mode of operation, the scan tool reads the Vehicle Theft Deterrent data in the Body Function Controller (BFC). The outputs that can be viewed are listed in TABLE #9. Data Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various analog data inputs. This mode can be used to determine whether the Body Function Controller (BFC) is receiving analog data correctly or if a component is operating properly. The inputs that can be read are listed on TABLE #6. Inputs Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4265 In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various inputs. This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly or if a component is operating properly. The inputs that can be read are listed on TABLE #7. Outputs Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to override its normal operation and force the Body Function Controller (BFC) to enable its outputs (engage relays, operate Courtesy Lighting, etc). This mode can be used to determine whether the Body Function Controller (BFC) is capable of producing a given output. The outputs that can be controlled are listed in TABLE #8. SPI Data Description In this mode of operation, the scan tool can command the Instrument Cluster via Body Function Controller (BFC) to determine proper Serial Peripheral Interface (SPI) data bus operation. The data that can be displayed is listed in TABLE #10. BFC to Cluster Data Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4266 Description In this mode of operation the scan tool can command the Instrument Cluster, by Class 2 message to the Body Function Controller (BFC) and via the Serial Peripheral Interface (SPI) serial data bus to override its normal operation and force the Instrument Cluster to enable its outputs (gauges move, indicators lit etc). This mode can be used to determine whether the Instrument Cluster is capable of producing a given output. The outputs that can be controlled are listed in TABLE #11. Snapshot The SNAPSHOT function is the same one used to capture DTCs for the Powertrain Control Module. Special Functions Menu Description In this mode of operation the technician is capable of turning on and off almost all of the Body Function Controller (BFC) outputs. The functions that can be controlled are found under the Output Control menu. The information in TABLE #12 shows what outputs the scan tool can command. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement Body Control Module: Service and Repair Body Function Controller (BFC) Replacement Remove or Disconnect 1. Negative battery cable. 2. Right sound insulator. 3. BFC assembly. 4. BFC connectors in the following order: Pink Connector C3 first, then C1 and C2. Install or Connect 1. BFC connectors in the following order: C1, C2 and Pink connector C3 last. 2. BFC Module 3. Right sound insulator. 4. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement > Page 4269 Body Control Module: Service and Repair Body Function Controller Reprogramming Procedure IMPORTANT When removing the Body Function Controller (BFC) disconnect connector C3 FIRST, then disconnect the remaining connectors. When installing the Body Function Controller (BFC) connect connectors C1 and C2 first. ALWAYS connect connector C3 LAST. USING A SCAN TOOL AND TECHLINE TERMINAL TO CONFIGURE THE BODY FUNCTION CONTROLLER 1. Connect the scan tool to vehicle diagnostic connector, and choose Service Programming from the scan tool Main Menu. 2. After entering the vehicle information, choose the Request Info soft key on the scan tool. 3. Disconnect the scan tool from the vehicle and connect the scan tool to the Techline Terminal. 4. At the Techline Terminal, select Service Programming System (SPS). 5. Select Terminal to scan tool programming method. 6. Select Done and follow instructions on the Communications Setup screen. 7. Select Program Body Function Controller. 8. Select Program at the Summary screen. The terminal will download in formation to the Scan tool. 9. Return to the vehicle and connect the scan tool to the diagnostic connector. 10. Select Service Programming from the scan tool Main Menu. 11. Answer the prompts regarding model year and vehicle type. Press the Body Function Controller soft key on scan tool. The Body Function Controller will be programmed with the configuration file stored in the scan tool. 12. Reprogram the Theft Deterrent System. 13. Reprogram the Powertrain Control Module (PCM). 14. Verify the repair. TROUBLESHOOTING HINTS: ^ Make the following checks before beginning system diagnosis. 1. Check all fuses by visual inspection. 2. Ensure that all connectors in system are mated correctly. 3. Check for open in Class 2 serial data link (CKT 1807). 4. Check for an open in the Serial Peripheral Interface (SPI) serial data link (CKT 1321, 1322, 1323). 5. Do NOT replace the Body Function Controller (BFC) with only History Codes set. ^ Check for a broken (or partially broken) wire inside of the insulation which could cause system failure but prove GOOD in a continuity/voltage check. ^ Check for proper installation of aftermarket electronic equipment which may affect the integrity of their systems. ^ Check that all grounds are tight and clean. ^ Refer to System Diagnosis. SYSTEM DIAGNOSIS ^ Perform the Body Function Controller (BFC) Diagnostic System Check and refer to the Symptom Table for the appropriate diagnostic procedures. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement > Page 4270 Body Control Module: Service and Repair Reprogramming Procedure - Auto - Learn The following procedure allows for anyone to reprogram the Body Function Controller (BFC) Learned Data Code without any tools (other than the scan tool) when a new Ignition Switch, Powertrain Control Module (PCM), and/or the BFC is installed. The following is the auto learn procedure: The BFC will set the DTC 3031 Controller in learn mode when entering the reprogramming procedure. 1. Clear all DTC's 2. Turn the Ignition Switch to the START position. 3. The vehicle will start and then stall. 4. Turn the Ignition Switch to the RUN position until the THEFT SYSTEM indicator turns off (approximately 10 minutes). 5. Turn the Ignition Switch to the OFF position then back to the RUN position. 6. The BFC will learn the new data on the next start attempt. 7. Reprogram the PCM to allow the PCM to learn the new Passlock (TM) code. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Specifications Camshaft Position Sensor: Specifications Camshaft Position Sensor Bolt ............................................................................................................ ........................................................... 10 Nm (8 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Specifications > Page 4274 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4277 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4278 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4279 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4280 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4281 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4282 Camshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4283 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4284 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4285 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4286 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4287 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4288 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4289 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4290 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4291 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4292 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4293 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4294 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4295 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4296 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4297 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4298 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4299 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4300 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4301 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4302 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4303 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4304 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4305 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4306 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4307 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4308 Camshaft Position (CMP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Page 4309 Camshaft Position Sensor: Description and Operation Camshaft Position Sensor DESCRIPTION The Camshaft Position Sensor (CMP) sends a cam signal to the PCM which uses it as a sync pulse to trigger the injectors in proper sequence. The CAM signal is passed through the ignition control module. It is filtered and buffered by the ignition control module, but the signal is not processed in any other way. The PCM uses the CAM signal to indicate the position of the #1 piston during its power stroke. This allows the PCM to calculate true Sequential Fuel Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is running, DTC P0341 will set. If the CAM signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. The engine can be restarted and will run in the calculated sequential mode as long as the fault is present with a 1 in 6 chance of injector sequence being correct. Refer to DTC P0341/ Diagnostic Trouble Code Tables for further information. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Page 4310 Camshaft Position Sensor: Service and Repair Camshaft Position Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt. 3. Refer to Steering and Suspension for removal of power steering pump assembly. 4. Remove the electrical connector. 5. Remove the bolt. 6. Remove the sensor. INSTALL OR CONNECT 1. Install the Camshaft Position Sensor. Tighten Retaining bolt to 10 Nm (8 lb. ft.). 2. Install the electrical Connector 3. Install the power steering pump. 4. Install the serpentine drive belt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications Coolant Temperature Sensor/Switch (For Computer): Electrical Specifications Engine Coolant Temperature (ECT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications > Page 4315 Coolant Temperature Sensor/Switch (For Computer): Mechanical Specifications Engine Coolant Temperature (ECT) Sensor ............................................................................................................................................... 23 Nm (17 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 4316 Engine Coolant Temperature (ECT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 4317 Coolant Temperature Sensor/Switch (For Computer): Description and Operation DESCRIPTION The Engine Coolant Temperature (ECT) sensor is a thermistor (a resistor which changes value based on temperature) mounted in the engine coolant stream. Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high temperature causes low resistance (70 ohms at 130°C/266°F). OPERATION The PCM supplies a 5 volt signal to the engine coolant temperature sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the engine is cold, and low when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant temperature. Engine coolant temperature affects most systems the PCM controls. The scan tool displays engine coolant temperature in degrees. After engine start-up, the temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the engine has not been run for several hours (overnight) the engine coolant temperature and intake air temperature displays should be close to each other. A hard fault in the engine coolant sensor circuit should set DTC P0117 or DTC P0118; an intermittent fault should set a DTC P1114 or P1115. The DTC Diagnostic Aids also contains a chart to check for sensor resistance values relative to temperature. The ECT sensor also contains another circuit which is used to operate the engine coolant temperature gauge located in the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 4318 Coolant Temperature Sensor/Switch (For Computer): Service and Repair REMOVE OR DISCONNECT 1. Relieve coolant pressure. 2. Air intake duct. 3. Disconnect the negative battery cable. 4. Remove the electrical connector. 5. Using a deep well socket and extension, remove the sensor. INSTALL OR CONNECT 1. Coat engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent. 2. Install the sensor in the engine. Tighten Sensor to 23 Nm (17 lb. ft.). 3. Install the electrical connector. 4. Air intake duct. 5. Connect the negative battery cable. 6. Start the engine. 7. Check for leaks. 8. Check the coolant level, replenish as needed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor Crankshaft Position Sensor: Specifications 24X Crankshaft Position Sensor Camshaft Position Sensor Bolt ............................................................................................................ ......................................................... 10 Nm (8 lb. ft.) Crankshaft Balancer Bolt Torque [1] ...................................................................................................................................................... 150 Nm (110 lb. ft.) [1] Apply thread sealer GM # 1052080 or equivalent to threads. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor > Page 4323 Crankshaft Position Sensor: Specifications 7X Crankshaft Position Sensor Crankshaft Sensor Bolt Torque ........................................................................................................... .......................................................... 8 Nm (71 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) Lower Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) > Page 4326 Lower Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4329 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4330 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4331 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4332 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4333 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4334 Crankshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4335 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4336 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4337 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4338 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4339 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4340 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4341 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4342 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4343 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4344 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4345 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4346 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4347 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4348 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4349 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4350 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4351 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4352 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4353 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4354 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4355 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4356 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4357 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4358 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4359 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4360 Crankshaft Position Sensor: Connector Views 7x Crankshaft Position (CKP) Sensor 24x Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4361 Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 3X 3X Reference Low The PCM uses this signal, from the ignition control module to calculate engine speed and crankshaft position over 1280 RPM. The PCM also uses the pulses on this circuit to initiate injector pulses. If the PCM receives no pulses on this circuit, DTC P1374 will set and the PCM will use the 24X reference signal circuit for fuel and ignition control. This is a ground circuit for the digital RPM counter inside the PCM, but the wire is connected to engine ground only through the ignition control module. Although this circuit is electrically connected to the PCM, it is not connected to ground at the PCM. The PCM compares voltage pulses on the reference input circuits to pulses on this circuit, ignoring pulses that appear on both. Refer to Electronic Ignition System for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 4364 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 7X Description The 7x crankshaft position sensor is the other Hall-effect switch closer to the crankshaft. The interrupter ring is a special wheel cast on the crankshaft that has seven machined slots. six of which are equally spaced 60 degrees apart. The seventh slot is spaced 10 degrees from one of the other slots. as the interrupter ring rotates with the crankshaft, the slots change the magnetic field. this will cause the 7x the Hall-effect switch to ground the 3X signal voltage that is supplied by the ignition control module. The ignition control module interprets the 7x on-off signals as an indication of crankshaft position. The ignition control module must have the 7x signal to fire the correct ignition coil. Operation The crankshaft position sensor provides a signal used by the ignition control module. The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference pulses which the PCM uses to calculate RPM and crankshaft position Refer to Electronic Ignition System for additional information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 4365 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 24X 24X Crankshaft Position (CKP) Sensor DESCRIPTION The 24X crankshaft position sensor (1), secured in, an aluminum mounting bracket and bolted to the front left side of the engine timing chain cover, is partially behind the crankshaft. A 3-wire harness connector plugs into the sensor, connecting it to the Powertrain Control Module (PCM). The 24X Crankshaft Position (CKP) Sensor is used to improve idle spark control at engine speeds up to approximately 1250 RPM. OPERATION The 24X crankshaft position sensor contains one Hall-effect switch and magnet. The magnet and Hall-effect switch are separated by an air gap. A Hall-effect switch reacts like a solid state switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic field is shielded from the switch by a piece of steel placed in the air gap between the magnet and the switch, the signal voltage is not grounded. If the piece of steel (called an interrupter) is repeatedly moved in and out of the air gap, the signal voltage will appear to go ON-OFF-ON-OFF-ON-OFF. Compared to a conventional mechanical distributor, this ON-OFF signal is similar to the signal that a set of breaker points in the distributor would generate as the distributor shaft turned and the points opened and closed. In the case of the electronic ignition system, the piece of steel is the concentric interrupter ring mounted to the rear of the crankshaft balancer. The interrupter ring has blades and windows that, with crankshaft rotation, either block the magnetic field or allow it to close the Hall-effect switch. The Hall-effect switch produces a signal called the CKP 24X because the interrupter ring has 24 evenly spaced blades and windows. When a CKP 24X interrupter ring window is between the magnet and Hall-effect switch, the magnetic field will cause the CKP 24X Hall-effect switch to ground the CKP 24X signal voltage supplied from the PCM. The CKP 24X portion of the crankshaft position sensor produces 24 ON-OFF pulses per crankshaft revolution. The 24X signal allows the PCM to determine a more precise crankshaft position at lower RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Page 4366 Crankshaft Position Sensor: Testing and Inspection The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (7X) 7X Crank Shaft Position (CKP) Sensor Removal Procedure 1. Disconnect the negative battery cable. 2. Turn the steering wheel all the way to the left. 3. Remove the CKP electrical connector. 4. Remove the CKP fastener. 5. Remove the CKP sensor from the Engine Block. 6. if the CKP sensor is going to be re-used inspect the sensor for the following: 6.1. Inspect the CKP sensor for wear, cracks, or leakage. Replace the O-ring if necessary. 6.2. Lubricate the new O-ring with clean engine oil before installing Installation Procedure 1. Install the CKP sensor to the block. 2. Install the bolt to hold the CKP sensor to the block face. Tighten ^ Tighten the bolt to 8 Nm (71 lb in). 3. Connect the electrical connector. 4. Lower the vehicle. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) > Page 4369 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (24X) 24X Crankshaft Position (CKP) Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the vehicle on hoist. 4. Remove the crankshaft harmonic balancer retaining bolt. 5. Remove the crankshaft harmonic balancer using special tool (J 24420-B) or equivalent. 6. Note the routing of sensor harness before removal. 7. Remove the harness retaining clip with bolt (1). 8. Remove the sensor electrical connector. 9. Remove the sensor bolts (2). 10. Remove the sensor. INSTALL OR CONNECT 1. Install the 24X Crankshaft Position Sensor with bolts (2) and route harness as noted during removal. 2. Install the harness retaining clip with bolt (1). Tighten Bolts to 10 Nm (8 lb. ft.). 3. Install the sensor electrical connector. 4. Install the balancer on the crankshaft using special tool (J 29113) or equivalent. 5. Apply thread sealer GM #1052080 or equivalent to threads of the crankshaft harmonic balancer bolt. Tighten Bolt to 150 Nm (110 lb. ft.). 6. Lower vehicle. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Locations Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions Data Link Connector: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4375 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4376 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4377 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4378 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4379 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4380 Data Link Connector: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4381 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4382 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4383 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4384 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4385 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4386 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4387 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4388 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4389 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4390 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4391 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4392 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4393 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4394 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4395 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4396 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4397 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4398 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4399 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4400 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4401 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4402 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4403 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4404 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4405 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4406 Data Link Connector (DLC) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Diagrams > Diagram Information and Instructions > Page 4407 Data Link Connector (DLC) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Description and Operation > Circuit Operation Data Link Connector: Description and Operation Circuit Operation The Data Link Connector (DLC) is provided to enable communications with specific control modules using an external scan tool. The use of the scan tool in control module diagnostics is described in the Driveability and Emissions, Supplemental Inflatable Restraints, Antilock Brakes, and Computer System Diagnosis service manual sections. There are two data lines that can be accessed with a scan tool. The Serial Data Line-ART (800 circuit) allows the scan tool to communicate with the Sensing Diagnostic Module. The Serial Data Line-Class 2 (1807 circuit) allows internal communications between the Body Function Controller (BFC), Electronic Brake Control Module (EBCM), and Powertrain Control Module (PCM), as well as with the external scan tool. A module to module communication failure due to wiring problems may also result in communication failure with the scan tool. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Description and Operation > Circuit Operation > Page 4410 Data Link Connector: Description and Operation Class 2 Data Line Class 2 data is a high speed data transmission. To control serial data line traffic, Class 2 uses the peer to peer method along with message arbitration to manage data line traffic. The control modules on the Class 2 data line are: ^ Body Function Controller (BFC) ^ Electronic Brake Control Module (EBCM) ^ Powertrain Control Module (PCM) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Description and Operation > Circuit Operation > Page 4411 Data Link Connector: Description and Operation General Description Data Link Connector (DLC) DESCRIPTION The provision for communicating with the control module is the Data Link Connector (DLC). It is usually located under the instrument panel. The DLC is used to connect to a scan tool. Some common uses of the scan tool are listed below: - Identifying stored Diagnostic Trouble Codes (DTCs). - Clearing DTCs - Performing output control tests. - Reading serial data. Class II Serial Data U.S. Federal regulations require that all automobile manufacturers establish a common communications system. General Motors utilizes the Class II communications system. Each bit of information can have one of two lengths: long or short. This allows vehicle wiring to be reduced by the transmission and reception of multiple signals over a single wire. The messages carried on Class II data streams are also prioritized. In other words, if two messages attempt to establish communications on the data line at the same time, only the message with higher priority will continue. The device with the lower priority message must wait. The most significant result of this regulation is that the regulation provides scan tool manufacturers with the capability of accessing data from any make or model vehicle sold in the United States. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Description and Operation > Circuit Operation > Page 4412 Data Link Connector: Description and Operation Serial Peripheral Interface (SPI) The Serial Peripheral Interface (SPI) is a three wire interface connecting the Body Function Controller (BFC) to the Instrument Cluster, which allows for them to exchange information. This interface is a synchronous serial data link where the Body Function Controller (BFC) is the master and the Instrument Cluster is the slave. Because of the need for modules on the different serial data links to communicate with each other, the Body Function Controller (BFC) acts as an interpreter, or master, for data communication between the Class 2 and Serial Peripheral Interface (SPI) data lines. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation EGR Valve Position Sensor: Description and Operation Linear EGR Valve DESCRIPTION The EGR pintle position sensor is an integral part of the EGR valve assembly. This sensor can not be serviced separately from the EGR valve. The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM and to detect a fault if the pintle position sensor and control circuits are open or shorted. If the PCM detects a pintle position signal voltage outside the normal range of the pintle position sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR system operation, the PCM will set DTC P1406. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-29 > Nov > 97 > Instruments - Cluster Resets When Ham Radio Is Keyed Engine Control Module: Customer Interest Instruments - Cluster Resets When Ham Radio Is Keyed File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-29 Date: November, 1997 Subject: Instrument Cluster Resets when On-board Ham Radio is Keyed (Replace the PCM) Models: 1997 Buick Century, Regal 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 310013800 V6 Engine (VINs M, K, 1 - RPOs L82, L36, L67) Condition Some vehicles may experience an instrument cluster reset if the vehicle has an on-board Ham radio operating under the 10 MHz frequency range and the transmitter is keyed on. Correction A new PCM has been released to correct this condition. The new PCM has a 47 Micro Henry choke in place to eliminate the interference generated by the on-board Ham radio equipment. Do not forget to transfer the Knock Sensor Module from the old PCM into the new PCM. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Code Labor Time J6360 PCM, Replace Use Published Labor Operation Time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Engine Control Module: Customer Interest PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 4428 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage Engine Control Module: All Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage > Page 4434 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 02-08-116-001 > Jan > 02 > PCM - Intermittent Communication or DTC Codes Stored Engine Control Module: All Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 83-81-32 > Sep > 98 > PCM Connector - Information on New Service Kits Engine Control Module: All Technical Service Bulletins PCM Connector - Information on New Service Kits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-32 Date: September, 1998 INFORMATION Subject: New Powertrain Control Module (PCM) Connector Service Kits Models: 1996-99 All Passenger Cars except Geo and Catera Two new kits have been released to service the Powertrain Control Module (PCM) connector If the connector has been damaged during servicing. This PCM has an aluminum body and is usually mounted underhood. Kit (P/N 12167308) contains the 80 way connector body, the cover, two each of four different terminal retainers and 25 empty cavity plugs. No terminals are included. If terminals are needed, use P/N 12084913 for 0.35 mm and 0.50 mm wire and P/N 12084912 for 0.80 mm wire. These terminals are included in the terminal repair kit J 38125A or B, and replacements can be ordered from Kent-Moore. kit (P/N 12167313) contains one connector seal. Whenever the connector is unbolted from the aluminum body of the PCM, the seal can stick to the body, or may be twisted. This seal should be replaced whenever the connector is removed in service. Parts Information P/N Description 12167308 Kit, PCM Harness Repair 12167313 Seal Kit, PCM Connector 12084912 Terminal 12084913 Terminal Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 77-65-29 > Nov > 97 > Instruments - Cluster Resets When Ham Radio Is Keyed Engine Control Module: All Technical Service Bulletins Instruments - Cluster Resets When Ham Radio Is Keyed File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-29 Date: November, 1997 Subject: Instrument Cluster Resets when On-board Ham Radio is Keyed (Replace the PCM) Models: 1997 Buick Century, Regal 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 310013800 V6 Engine (VINs M, K, 1 - RPOs L82, L36, L67) Condition Some vehicles may experience an instrument cluster reset if the vehicle has an on-board Ham radio operating under the 10 MHz frequency range and the transmitter is keyed on. Correction A new PCM has been released to correct this condition. The new PCM has a 47 Micro Henry choke in place to eliminate the interference generated by the on-board Ham radio equipment. Do not forget to transfer the Knock Sensor Module from the old PCM into the new PCM. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Code Labor Time J6360 PCM, Replace Use Published Labor Operation Time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Engine Control Module: All Technical Service Bulletins PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 4451 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter Engine Control Module: All Technical Service Bulletins PROM - Reprogram Using Off Board Program Adapter File In Section: 6E - Engine Fuel & Emission Bulletin No.: 73-65-13 Date: March, 1997 INFORMATION Subject: Reprogramming Capability using the Off Board Programming Adapter Models: 1993-97 Passenger Cars and Trucks (Applicable Reprogrammable Vehicles) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4456 The General Motors vehicles contain Electronically Reprogrammable Devices (i.e. PCM, VCM, ECM). These vehicles cannot be programmed through PROM replacement, however service programming capability is available through the Tech 1/1A, Tech 2 and Techline terminals via direct or remote programming. The Environmental Protection Agency (EPA) has requested that all new vehicle manufacturers ensure their dealers/retailers are aware that they are responsible for providing customers access to reprogramming services at a reasonable cost and in a timely manner. Although programming of controllers has become a common service practice at GM dealers/retailers, the EPA has received reports from consumers and the aftermarket repair industry that they were unable to purchase a new (programmed) Electronically Reprogrammable Device (ERD) over-the-counter. As a result, on August 1, 1995, the Federal Government issued a regulation requiring all manufacturers to make available reprogramming to the independent aftermarket by December 1, 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4457 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4458 Today, the Off Board Programming Adapter (OBPA) is used to reprogram ERD's sold over-the-counter. For all practical purposes, the OBPA takes the place of the vehicle when the vehicle is not available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4459 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4460 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4461 The list of dealerships/retailers currently own the OBPA (see Attachments 1 - 3). These locations are equipped to provide over-the-counter preprogrammed ERD's. The hardware required to perform reprogramming in addition to the OBPA is a Techline terminal, Tech 1/1A and associated cables and adapters. THE TECH 2 SHOULD NOT BE USED WITH THE OBPA AT THIS TIME BECAUSE OF INADEQUATE OBPA GROUNDING. The current OBPA can support reprogramming on all late model General Motor's vehicles except: ^ Premium V-8's ^ 1996 Diesel Truck ^ Cadillac Catera Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4462 ^ All 1997 programmable vehicles (requires use of the Tech 2) A modification to the OBPA is being offered by Kent-Moore to support these additional vehicles and to allow reprogramming using the Tech 2. The revisions to the OBPA for the Tech 2 is very important as the Tech 2 is the only tool used for service programming for 1997 and future vehicles. To have the modifications performed, contact Kent-Moore at (800) 345-2233. The revisions (part number J 41207 REV-C) are free of charge for GM dealerships/retailers. A dealership/retailer can purchase the OBPA by contacting Kent-Moore (part number J 41207-C). Support on how to use the OBPA is provided by the Techline Customer Support Center (TCSC) at (800) 828-6860 (English) or (800) 503-3222 (French). If you need to purchase an OBPA and/or cable, contact Kent-Moore at (800) 345-2233. The OBPA retails for $695.00 (includes all revisions 1-4) under part number J 41207-C. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 676535 > Nov > 96 > PCM - New Identification Label Engine Control Module: All Technical Service Bulletins PCM - New Identification Label File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-35 Date: November, 1996 INFORMATION Subject: New PCM Identification Label Models: Late 1996 and All 1997 Passenger Cars with Powertrain Control Modules (PCM) PCM Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage Engine Control Module: All Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage > Page 4472 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 02-08-116-001 > Jan > 02 > PCM - Intermittent Communication or DTC Codes Stored Engine Control Module: All Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 83-81-32 > Sep > 98 > PCM Connector - Information on New Service Kits Engine Control Module: All Technical Service Bulletins PCM Connector - Information on New Service Kits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-32 Date: September, 1998 INFORMATION Subject: New Powertrain Control Module (PCM) Connector Service Kits Models: 1996-99 All Passenger Cars except Geo and Catera Two new kits have been released to service the Powertrain Control Module (PCM) connector If the connector has been damaged during servicing. This PCM has an aluminum body and is usually mounted underhood. Kit (P/N 12167308) contains the 80 way connector body, the cover, two each of four different terminal retainers and 25 empty cavity plugs. No terminals are included. If terminals are needed, use P/N 12084913 for 0.35 mm and 0.50 mm wire and P/N 12084912 for 0.80 mm wire. These terminals are included in the terminal repair kit J 38125A or B, and replacements can be ordered from Kent-Moore. kit (P/N 12167313) contains one connector seal. Whenever the connector is unbolted from the aluminum body of the PCM, the seal can stick to the body, or may be twisted. This seal should be replaced whenever the connector is removed in service. Parts Information P/N Description 12167308 Kit, PCM Harness Repair 12167313 Seal Kit, PCM Connector 12084912 Terminal 12084913 Terminal Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter Engine Control Module: All Technical Service Bulletins PROM - Reprogram Using Off Board Program Adapter File In Section: 6E - Engine Fuel & Emission Bulletin No.: 73-65-13 Date: March, 1997 INFORMATION Subject: Reprogramming Capability using the Off Board Programming Adapter Models: 1993-97 Passenger Cars and Trucks (Applicable Reprogrammable Vehicles) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4485 The General Motors vehicles contain Electronically Reprogrammable Devices (i.e. PCM, VCM, ECM). These vehicles cannot be programmed through PROM replacement, however service programming capability is available through the Tech 1/1A, Tech 2 and Techline terminals via direct or remote programming. The Environmental Protection Agency (EPA) has requested that all new vehicle manufacturers ensure their dealers/retailers are aware that they are responsible for providing customers access to reprogramming services at a reasonable cost and in a timely manner. Although programming of controllers has become a common service practice at GM dealers/retailers, the EPA has received reports from consumers and the aftermarket repair industry that they were unable to purchase a new (programmed) Electronically Reprogrammable Device (ERD) over-the-counter. As a result, on August 1, 1995, the Federal Government issued a regulation requiring all manufacturers to make available reprogramming to the independent aftermarket by December 1, 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4486 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4487 Today, the Off Board Programming Adapter (OBPA) is used to reprogram ERD's sold over-the-counter. For all practical purposes, the OBPA takes the place of the vehicle when the vehicle is not available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4488 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4489 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4490 The list of dealerships/retailers currently own the OBPA (see Attachments 1 - 3). These locations are equipped to provide over-the-counter preprogrammed ERD's. The hardware required to perform reprogramming in addition to the OBPA is a Techline terminal, Tech 1/1A and associated cables and adapters. THE TECH 2 SHOULD NOT BE USED WITH THE OBPA AT THIS TIME BECAUSE OF INADEQUATE OBPA GROUNDING. The current OBPA can support reprogramming on all late model General Motor's vehicles except: ^ Premium V-8's ^ 1996 Diesel Truck ^ Cadillac Catera Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4491 ^ All 1997 programmable vehicles (requires use of the Tech 2) A modification to the OBPA is being offered by Kent-Moore to support these additional vehicles and to allow reprogramming using the Tech 2. The revisions to the OBPA for the Tech 2 is very important as the Tech 2 is the only tool used for service programming for 1997 and future vehicles. To have the modifications performed, contact Kent-Moore at (800) 345-2233. The revisions (part number J 41207 REV-C) are free of charge for GM dealerships/retailers. A dealership/retailer can purchase the OBPA by contacting Kent-Moore (part number J 41207-C). Support on how to use the OBPA is provided by the Techline Customer Support Center (TCSC) at (800) 828-6860 (English) or (800) 503-3222 (French). If you need to purchase an OBPA and/or cable, contact Kent-Moore at (800) 345-2233. The OBPA retails for $695.00 (includes all revisions 1-4) under part number J 41207-C. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 676535 > Nov > 96 > PCM - New Identification Label Engine Control Module: All Technical Service Bulletins PCM - New Identification Label File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-35 Date: November, 1996 INFORMATION Subject: New PCM Identification Label Models: Late 1996 and All 1997 Passenger Cars with Powertrain Control Modules (PCM) PCM Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations Engine Control Module: Component Locations POWERTRAIN CONTROL MODULE (PCM) RH Front Of Dash The Powertrain Control Module (PCM) is located in the RH front of Instrument Panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations > Page 4498 Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4501 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4502 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4503 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4504 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4505 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4506 Engine Control Module: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4507 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4508 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4509 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4510 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4511 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4512 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4513 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4514 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4515 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4516 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4517 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4518 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4519 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4520 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4521 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4522 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4523 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4524 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4525 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4526 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4527 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4528 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4529 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4530 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4531 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4532 Engine Control Module: Connector Views Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4533 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4534 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4535 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4536 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4537 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4538 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 4539 Engine Control Module: Service Precautions CAUTION: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the connector pins or the soldered components on the circuit board. Electronic components used in the control systems are often designed in order to carry very low voltage. Electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage; therefore, it is important to use care when handling and testing electronic components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 4540 Engine Control Module: Application and ID PCM Label *****This is a TSB Update-Bulletin No.: 67-65-35, Date: November, 1996***** INFORMATION Subject: New PCM Identification Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 4541 Engine Control Module: Description and Operation Figure C1-1 - Powertrain Control Module (PCM) Description The Powertrain Control Module (PCM) is located underhood in front of the right strut tower near the engine coolant reservoir. It is the control center of the fuel injection system and constantly looks at the information from various sensors and controls the systems that affect vehicle performance. It controls the following items: ^ Fuel metering system. ^ Transaxle shifting. ^ Ignition timing. ^ On-board diagnostics for Powertrain functions. It constantly looks at the information from various sensors, and controls the systems that affect vehicle performance. The PCM also performs the diagnostic function of the system. It can recognize operational problems, alert the driver through the MIL (Service Engine Soon), and store diagnostic trouble codes which identify the problem areas to aid the technician in making repairs. Refer to Introduction in Engine Controls for more information on using the diagnostic function of the PCM. For service, the PCM consists of two parts: ^ The controller (the PCM without the Knock Sensor module). ^ the Knock Sensor module. PCM Function The PCM supplies either 5 or 12 volts to power various sensors or switches. This is done through resistances in the PCM which are so high in value that a test light will not light when connected to the circuit. In some cases, even an ordinary shop voltmeter will not give an accurate reading because its resistance is too low. Therefore, a digital voltmeter with at least 10 megohms input impedance is required to ensure accurate voltage readings. Tool J 39200 meets this requirement. EEPROM The Electrically Erasable Programmable Read Only Memory (EEPROM) is a permanent memory that is physically soldered within the PCM. The EEPROM contains program and calibration information that the PCM needs to control powertrain operation. Unlike the PROM used in certain past applications, the EEPROM is not replaceable. If the PCM is replaced, the new PCM will need to be programmed Techline equipment (Tech-2) containing the correct program and calibration for the vehicle is required to program the PCM. Knock Sensor Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 4542 The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensor and circuitry. If the PCM is replaced, the KS module needs to be transferred from the original PCM. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. Information Sensors All of the sensors and input switches can be diagnosed using a scan tool. Following is a short description of how the sensors and switches can be diagnosed by using a scan tool. The scan tool can also be used to compare the values for a normal running engine with the engine you are diagnosing. Password Learn Procedure In order for a theft deterrent vehicle to run, a password is communicated between the instrument Panel Cluster (IPC) and the Powertrain Control Module (PCM). If a PCM is replaced, the new PCM needs to learn the correct password of the vehicle. When the new PCM is installed, the EEPROM calibration is flashed into the new PCM and the vehicle will learn the new password upon initial ignition On. If the IPC is replaced, the PCM needs to learn the new password from the IPC. The Password learn procedure is as follows: 1. Attempt to start vehicle, then leave the ignition On. The Theft System telltale will flash for 10 minutes. 2. When the Theft System telltale stops flashing, start the vehicle. Once the vehicle is running, the password is learned. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Component Tests and General Diagnostics Engine Control Module: Component Tests and General Diagnostics Crankshaft Position System Variation Learning Procedure The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. PCM Diagnosis Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Component Tests and General Diagnostics > Page 4545 Figure C1-1 - Powertrain Control Module (PCM) Important: The Vehicle Identification Number (VIN) is programmed into the PCM. Do not exchange a PCM from another vehicle for testing or replacement. When replacing the PCM, the VIN must also be programmed into the new PCM. Because the PCM can have a failure which may affect only one circuit, follow the diagnostic procedures to determine which circuit has a problem and where it is. If a diagnostic chart indicates that the PCM connections or PCM is the cause of a problem and the PCM is replaced, but does not correct the problem, one of the following may be the reason: There is a problem with the PCM terminal connections, The diagnostic chart will say PCM connections or PCM. The terminals may have to be removed from the connector in order to check them properly. ^ EEPROM program is not correct for the application. Incorrect components may cause a malfunction and may or may not set a DTC. ^ The problem is intermittent. This means that the problem is not present at the time the system is being checked. In this case, refer to the Symptoms and make a careful physical inspection of all components and wiring associated with the affected system. See: Testing and Inspection ^ There is a shorted solenoid, relay coil, or harness. Solenoids and relays are turned on and off by the PCM using internal electronic switches called drivers. Each driver is part of a group of seven called Output Driver Modules. A shorted solenoid, relay coil, or harness will not damage the PCM but will cause the solenoid or relay to be inoperative. The J 34636 tester, or equivalent, provides a fast, accurate means of checking for a shorted coil or a short to battery voltage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure Engine Control Module: Service and Repair Password Learn Procedure In order for a theft deterrent vehicle to run, a password is communicated between the Body Function Control (BFC) and the PCM. If a PCM is replaced, the new PCM needs to learn the correct password of the vehicle. When the new PCM is installed, the EEPROM calibration is flashed into the new PCM and the vehicle will learn the new password upon the initial ignition ON cycle. If the Body Function Control (BFC) is replaced, the PCM needs to learn the new password from the Body Function Control (BFC). The password learn procedure is as follows: 1. Attempt to the start vehicle. The vehicle will stall. 2. Leave the ignition ON until the Theft System telltale turns off (approx.10 minutes). 3. Turn the ignition switch OFF. 4. Attempt to the start vehicle. The vehicle will start on the this attempt. The password is now learned. Attempting to start the vehicle by bypassing the Passlock II system or substituting parts without performing the password learn procedure may set a DTC P1630 and P1631. If no password is received a DTC P1610 and P1626 may be set. Refer to the applicable DTC table if set. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure > Page 4548 Engine Control Module: Service and Repair Powertrain Control Module (PCM) Replacement PCM Replacement/Programming (Replacement) Notice: In order to prevent internal damage to the PCM, the ignition must be OFF when disconnecting or reconnecting the PCM connector. Note: Service of the PCM should normally consist of either replacement of the PCM, EEPROM re-programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be checked first to see if it is the correct part. DTC P0601 indicates the EEPROM programming has malfunctioned. When DTC P0601 is obtained, re-program the EEPROM. The ignition should be OFF for at least 10 seconds before disconnecting power to the PCM so the IAC valve has time to move to the engine OFF position. Removal Procedure Important: To prevent internal PCM damage, the ignition must be off when disconnecting or reconnecting power to PCM (for example, battery cable, PCM pigtail, PCM fuse, jumper cables, etc.). The ignition should be OFF for at least 10 seconds before disconnecting power to the PCM so the IAC valve has time to move to the engine OFF position. 1. Disconnect the negative battery cable. 2. Remove the LH hush panel. 3. Loosen the PCM connector screws (1). Notice: In order to prevent possible electrostatic discharge damage to the PCM, do not touch the connector pins or soldered components on the circuit board. Do not remove the integrated circuit boards from the carrier. 4. Disconnect the PCM electrical connectors. 5. Remove the PCM Retainer. 6. Slide the PCM from the PCM bracket. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure > Page 4549 Installation Procedure Remove the new PCM from its packaging and check the service number to make sure it is the same number or updated number as the faulty PCM. 1. Slide the PCM into the PCM bracket. 2. Install the PCM Retainer. Notice: In order to prevent possible electrostatic discharge damage to the PCM, do not touch the connector pins or soldered components on the circuit board. Do not remove the integrated circuit boards from the carrier. 3. Install the PCM electrical connectors. 4. Tighten the PCM connector screws (1). 5. Install the LH hush panel. 6. Connect the negative battery cable. Important: Replacement PCMs must be reprogrammed and the crankshaft position system variation procedure must be performed. Refer to the latest Techline information for PCM programming and Crankshaft Position System Variation Procedure. See: Crankshaft Position Sensor/Testing and Inspection 7. Reprogram the PCM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure Fuel Level Sensor: Technical Service Bulletins Fuel Level Sensor - Replacement Procedure File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-07 Date: March, 1998 Subject: Fuel Level Sensor Replacement Procedure Models: 1997-98 Passenger Cars and Light Duty Trucks (Listed in Application Chart) INFORMATION This bulletin is being issued to clarify that, when fuel gauge diagnosis per the Service Manual indicates the cause to be the fuel level sensor, complete fuel sender assembly replacement is NOT required. Available fuel level sensor service packages are indicated in the application charts and should be installed following applicable Service Manual procedures and those provided in the service packages. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 4554 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 4555 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 4556 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 4557 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 4558 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 4559 Parts Information See the charts for listed for applicable part numbers. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the tables. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Page 4560 Fuel Level Sensor: Description and Operation The fuel sensor is attached to the modular fuel sender assembly. As the position of the float varies with the fuel level, the rheostat produces a variable resistance between the fuel gage and ground. The fuel gage converts this variable resistance into the fuel level reading display on the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Pump Signal > Component Information > Description and Operation Fuel Pump Signal: Description and Operation FUEL PUMP ELECTRICAL CIRCUIT When the key is first turned ON, without the engine running, the PCM energizes the fuel pump relay for a calibrated time (approximately 2 seconds). This builds up fuel pressure quickly. Whenever the engine is not started within two seconds, the PCM shuts OFF the fuel pump and waits until ignition reference pulses are present. As soon as the engine is cranked, the PCM energizes the relay which powers the fuel pump. As a backup system to the fuel pump relay, the fuel pump also can be energized by the fuel pump and the engine oil pressure indicator switch. The fuel pump and the engine oil pressure indicator switch is a normally open switch which closes when the oil pressure reaches about 28 kPa (4 psi). Whenever the fuel pump relay fails, the fuel pump and engine oil pressure indicator switch powers the fuel pump. An inoperative fuel pump relay can result in long cranking times. An inoperative fuel pump would cause a no start condition. A fuel pump which does not provide enough pressure can result in poor performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams Fuel Tank Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams > Page 4567 Fuel Tank Pressure Sensor: Description and Operation Fuel Filter Description The Fuel Tank Pressure Sensor is mounted on top of the modular fuel sender. The sensor measures the difference between the fuel vapor pressure (or vacuum) in the fuel tank and the outside air pressure. A three wire electrical harness connects it to the Powertrain Control Module (PCM). Operation The PCM supplies a 5 volt reference signal and ground to the sensor. The sensor will return a voltage between 0.1 volts and 4.9 volts back to the PCM depending on the fuel vapor pressure in the fuel tank. When the fuel pressure in the fuel tank is equal to the outside air pressure, such as when the fuel cap is removed, the output voltage will be 1.3 volts to 1.7 volts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams > Page 4568 Fuel Tank Pressure Sensor: Service and Repair Removal Procedure 1. Relieve the system fuel pressure. Refer to Fuel Pressure Release Procedure. 2. Drain fuel tank. Refer to Draining Fuel Tank. 3. Remove the fuel tank. Refer to Fuel Tank. 4. Remove the electrical connector from the fuel tank vapor pressure sensor. 5. Remove the fuel tank vapor pressure sensor from modular fuel sender Installation Procedure 1. Install the new fuel tank vapor pressure sensor to modular fuel sender. 2. Install the electrical connector to fuel tank vapor pressure sensor 3. Install the fuel tank. Refer to Fuel Tank. 4. Refill tank. 5. Install the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Specifications Idle Speed/Throttle Actuator - Electronic: Specifications Mounting Screw Torque....................................................................................................................... ......................................................... 3 Nm (27 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Specifications > Page 4572 Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions Idle Speed/Throttle Actuator - Electronic: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4575 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4576 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4577 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4578 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4579 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4580 Idle Speed/Throttle Actuator - Electronic: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4581 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4582 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4583 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4584 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4585 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4586 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4587 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4588 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4589 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4590 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4591 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4592 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4593 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4594 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4595 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4596 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4597 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4598 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4599 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4600 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4601 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4602 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4603 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4604 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4605 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4606 Idle Air Control (IAC) Valve Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 4607 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Page 4608 Idle Speed/Throttle Actuator - Electronic: Description and Operation DESCRIPTION The purpose of the Idle Air Control (IAC) valve is to control engine idle speed, while preventing stalls due to changes in engine load. OPERATION The IAC valve, mounted in the throttle body, controls bypass air around the throttle plate. By moving a conical valve, known as a pintle, in (to decrease air flow) or out (to increase air flow), a controlled amount of air can move around the throttle plate. If RPM is too low, the PCM will retract the IAC pintle, resulting in more air being bypassed around the throttle plate to increase RPM. If RPM is too high, the PCM will extend the IAC pintle, allowing less air to be bypassed around the throttle plate, decreasing RPM. The IAC pintle moves in small steps called counts. During idle, the proper position of the IAC pintle is calculated by the PCM based on battery voltage, coolant temperature, engine load, and engine RPM. If the RPM drops below a specified value, and the throttle plate is closed TP sensor voltage is between 0.20 - 0.74), the PCM senses a near stall condition. The PCM will then calculate a new IAC pintle position to prevent stalls. If the AC valve is disconnected and reconnected with the engine running, the idle RPM will be wrong. In this case, the IAC has to be reset. The IAC resets when the key is cycled ON then OFF. When servicing the IAC, it should only be disconnected or connected with the ignition OFF in order to keep from having to reset the IAC. The position of the IAC pintle affects engine start up and the idle characteristics of the vehicle. If the IAC pintle is open fully, too much air will be allowed into the manifold. This results in high idle speed, along with possible hard starting and a lean air/fuel ratio. DTC P0507 may set. If the IAC pintle is stuck closed, too little air will be allowed in the manifold. This results in a low idle speed, along with possible hard starting and a rich air/fuel ratio. DTC P0506 may set. If the IAC pintle is stuck part way open, the idle may be high or low and will not respond to changes in engine load. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Page 4609 Idle Speed/Throttle Actuator - Electronic: Adjustments Idle Air Control Valve Pintle Retraction (Manually) Before installing new IAC valve, measure the distance that the valve is extended. Measurement should be made from motor housing to end of cone. Distance should be no greater than 28 mm (1 1/8 inch). If the cone is extended too far, adjustment is required or damage may occur to the valve when installed. Adjust IAC by manually compressing or extending the pintle to achieve the correct length. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Diagrams > Page 4610 Idle Speed/Throttle Actuator - Electronic: Service and Repair REMOVAL PROCEDURE 1. Remove the electrical connector from the idle air control valve. 2. Remove the idle air control valve (2) attaching screws. 3. Remove the idle air control valve. 4. Remove the idle air control valve O-ring. INSTALLATION PROCEDURE Before installing a new idle air control valve, measure the distance that the valve is extended. The measurement should be made from the idle air control valve motor housing to end of the idle air control valve cone. The distance should be no greater than 28 mm (1-1/8 in). If the idle air control valve cone is extended too far, adjustment is required, otherwise, damage may occur when the idle air control valve is installed. Adjust the idle air control valve by manually compressing the pintle to achieve the correct length. 1. Install the new idle air control O-ring 2. Install the idle air control valve in the intake manifold. 3. Install the idle air control valve (2) attaching screws. Tighten IAC valve screws to 3.0 Nm (27 lb in). 4. Install the electrical connector to the idle air control valve. 5. The PCM will reset the idle air control valve whenever the ignition switch is turned ON, then OFF. Turn the ignition switch ON, then OFF. 6. Start the engine and allow the engine to reach operating temperature. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Ignition Output Signal > Component Information > Description and Operation Ignition Output Signal: Description and Operation 3X REFERENCE LOW The PCM uses this signal, from the ignition control module to calculate engine speed and crankshaft position over 1280 RPM. The PCM also uses the pulses on this circuit to initiate injector pulses. If the PCM receives no pulses on this circuit, DTC P1374 will set and the PCM will use the 24X reference signal circuit for fuel and ignition control. This is a ground circuit for the digital RPM counter inside the PCM, but the wire is connected to engine ground only through the ignition control module. Although this circuit is electrically connected to the PCM, it is not connected to ground at the PCM. The PCM compares voltage pulses on the reference input circuits to pulses on this circuit, ignoring pulses that appear on both. Refer to Electronic Ignition System for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Locations Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Description and Operation > General Description Information Bus: Description and Operation General Description Data Link Connector (DLC) DESCRIPTION The provision for communicating with the control module is the Data Link Connector (DLC). It is usually located under the instrument panel. The DLC is used to connect to a scan tool. Some common uses of the scan tool are listed below: - Identifying stored Diagnostic Trouble Codes (DTCs). - Clearing DTCs - Performing output control tests. - Reading serial data. Class II Serial Data U.S. Federal regulations require that all automobile manufacturers establish a common communications system. General Motors utilizes the Class II communications system. Each bit of information can have one of two lengths: long or short. This allows vehicle wiring to be reduced by the transmission and reception of multiple signals over a single wire. The messages carried on Class II data streams are also prioritized. In other words, if two messages attempt to establish communications on the data line at the same time, only the message with higher priority will continue. The device with the lower priority message must wait. The most significant result of this regulation is that the regulation provides scan tool manufacturers with the capability of accessing data from any make or model vehicle sold in the United States. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Description and Operation > General Description > Page 4619 Information Bus: Description and Operation Circuit Operation The Data Link Connector (DLC) is provided to enable communications with specific control modules using an external scan tool. The use of the scan tool in control module diagnostics is described in the Driveability and Emissions, Supplemental Inflatable Restraints, Antilock Brakes, and Computer System Diagnosis service manual sections. There are two data lines that can be accessed with a scan tool. The Serial Data Line-ART (800 circuit) allows the scan tool to communicate with the Sensing Diagnostic Module. The Serial Data Line-Class 2 (1807 circuit) allows internal communications between the Body Function Controller (BFC), Electronic Brake Control Module (EBCM), and Powertrain Control Module (PCM), as well as with the external scan tool. A module to module communication failure due to wiring problems may also result in communication failure with the scan tool. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Description and Operation > General Description > Page 4620 Information Bus: Description and Operation Class 2 Data Line Class 2 data is a high speed data transmission. To control serial data line traffic, Class 2 uses the peer to peer method along with message arbitration to manage data line traffic. The control modules on the Class 2 data line are: ^ Body Function Controller (BFC) ^ Electronic Brake Control Module (EBCM) ^ Powertrain Control Module (PCM) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Description and Operation > General Description > Page 4621 Information Bus: Description and Operation Serial Peripheral Interface (SPI) The Serial Peripheral Interface (SPI) is a three wire interface connecting the Body Function Controller (BFC) to the Instrument Cluster, which allows for them to exchange information. This interface is a synchronous serial data link where the Body Function Controller (BFC) is the master and the Instrument Cluster is the slave. Because of the need for modules on the different serial data links to communicate with each other, the Body Function Controller (BFC) acts as an interpreter, or master, for data communication between the Class 2 and Serial Peripheral Interface (SPI) data lines. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Information Bus: Initial Inspection and Diagnostic Overview 1. Check scan tool operation on a known good vehicle to make sure tool is operating properly. 2. Check condition of IPC/HVAC BATT Fuse by visual inspection. 3. Verify that Grounds G102 and G201 are clean and tight. 4. Check for proper connection of scan tool to the Data Link Connector (DLC). 5. The following diagnostics assume that a communications failure is initially found during testing with the scan tool as per the appropriate service manual sections (Driveability and Emissions, Antilock Brakes, Supplemental Inflatable Restraints, Computer System Diagnosis). ^ Check for a broken (or partially broken) wire inside the insulation which could cause system malfunction but prove GOOD in a continuity/voltage check with a system disconnected. These circuits may be intermittent or resistive when loaded, and if possible, should be checked by monitoring for a voltage drop with the system operational (under load). ^ Check for proper installation of aftermarket electronic equipment which may affect the integrity of other systems (refer to General Troubleshooting Procedures). See: Diagrams/Diagnostic Aids Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4624 Information Bus: Symptom Related Diagnostic Procedures Communications With Sensing Diagnostic Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4625 Unable To Establish Serial Communication With Any Module (Part 1 Of 2) Unable To Establish Serial Communication With Any Module (Part 2 Of 2) Cannot Establish Serial Communications Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4626 Unable To Establish Serial Communications (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4627 Unable To Establish Serial Communications (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4628 Unable To Establish Serial Communications (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4629 Unable To Establish Serial Communications (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4630 Communications With Sensing Diagnostic Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4631 Unable To Establish Serial Communication With Any Module (Part 1 Of 2) Unable To Establish Serial Communication With Any Module (Part 2 Of 2) Unable to Establish Serial Communications Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4632 Unable To Establish Serial Communications (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4633 Unable To Establish Serial Communications (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4634 Unable To Establish Serial Communications (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4635 Unable To Establish Serial Communications (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4636 Information Bus: Component Tests and General Diagnostics The Data Link Connector (DLC) is provided to enable communications with specific control modules using an external scan tool. The use of the scan tool in control module diagnostics is described in the Driveability and Emissions, Supplemental Inflatable Restraints, Antilock Brakes, and Computer System Diagnosis service manual sections. There are two data lines that can be accessed with a scan tool. The Serial Data Line-ART (800 circuit) allows the scan tool to communicate with the Sensing Diagnostic Module. The Serial Data Line-Class 2 (1807 circuit) allows internal communications between the Body Function Controller (BFC), Electronic Brake Control Module (EBCM), and Powertrain Control Module (PCM), as well as with the external scan tool. A module to module communication failure due to wiring problems may also result in communication failure with the scan tool. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4642 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4643 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4644 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4645 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4646 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4647 Knock Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4648 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4649 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4650 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4651 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4652 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4653 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4654 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4655 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4656 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4657 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4658 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4659 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4660 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4661 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4662 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4663 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4664 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4665 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4666 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4667 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4668 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4669 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4670 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4671 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4672 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4673 Knock Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4674 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 4675 Knock Sensor: Description and Operation Description Varying octane levels in today's gasoline may cause detonation in some engines. Detonation is caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled explosion could produce a flame front opposite that of the normal flame front produced by the spark plug. The rattling sound normally associated with detonation is the result of two or more opposing pressures (flame fronts) colliding within the combustion chamber. Though light detonation is sometimes considered normal, heavy detonation could result in engine damage. To control spark knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing to reduce spark knock in the engine. This allows the engine to use maximum spark advance to improve driveability and fuel economy. ^ KS module. ^ Knock sensor. Operation The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is mounted in the engine block near the cylinders. The sensors produce an AC output voltage which increases with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the Ignition Control (IC) timing to reduce spark knock. The knock sensor is used to detect engine detonation, allowing the PCM to retard Ignition Control (IC) spark timing based on the KS signal being received. The knock sensor produces an AC signal which rides on a 5 volts DC signal supplied by the PCM. The signal amplitude and frequency is dependent upon the amount of knock being experienced. The PCM determines whether knock is occurring by comparing the signal level on the KS circuit with the voltage level on the noise channel. The noise channel allows the PCM to reject any false knock signal by indicating the amount of normal engine mechanical noise present. Normal engine noise varies depending on engine speed and load. If the voltage level on the KS noise channel circuit is below the range considered normal, DTC P0327 will set, indicating a fault in the KS circuit or one of the knock sensors. If the PCM determines that an abnormal minimum or maximum noise level is being experienced, a DTC P0326 will set. The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 4676 Knock Sensor: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 4677 Knock Sensor: Service and Repair REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Remove the knock sensor wiring harness connector from knock sensor. 4. Remove the knock sensor from engine block. INSTALL OR CONNECT NOTE: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and applying additional sealant will affect the sensors ability to detect detonation. 1. Install the knock sensor into engine block. 2. Install the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. 4. Disconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions Knock Sensor Module: Service Precautions CAUTION: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the connector pins or the soldered components on the circuit board. Electronic components used in the control systems are often designed in order to carry very low voltage. Electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage; therefore, it is important to use care when handling and testing electronic components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 4681 Knock Sensor Module: Description and Operation Knock Sensor Inside PCM Description The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensor and circuitry. If the PCM is replaced, the KS module needs to be transferred from the original PCM. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 4682 Knock Sensor Module: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 4683 Knock Sensor Module: Service and Repair Removal Procedure 1. Remove the PCM. Refer to PCM Replacement/Programming. 2. Remove the access cover from the PCM. 3. Carefully squeeze the latches on the KS Module and carefully remove the KS Module. Apply pressure in the direction as shown. Installation Procedure 1. Carefully insert the KS module into the socket. 2. Carefully press down on the KS Module until the latches catch. 3. Install the PCM access cover. 4. Install the PCM. Refer to PCM Replacement/Programming. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions Manifold Pressure/Vacuum Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4688 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4689 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4690 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4691 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4692 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4693 Manifold Pressure/Vacuum Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4694 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4695 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4696 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4697 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4698 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4699 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4700 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4701 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4702 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4703 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4704 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4705 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4706 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4707 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4708 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4709 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4710 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4711 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4712 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4713 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4714 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4715 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4716 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4717 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4718 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4719 Manifold Absolute Pressure (MAP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4720 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 4721 Manifold Pressure/Vacuum Sensor: Description and Operation MAP Sensor Service Description The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure (vacuum). The MAP sensor signal voltage to the PCM varies from below 2 volts at idle (high vacuum) to above 4 volts with the key ON, engine not running or at wide-open throttle (low vacuum). Operation The MAP sensor is used to determine manifold pressure changes while the linear EGR flow test diagnostic is being run (refer to DTC P0401 in DTC Tables), to determine engine vacuum level for other diagnostics and to determine barometric pressure (BARO). See: Testing and Inspection If the PCM detects a voltage that is lower than the possible range of the MAP sensor, DTC P0107 will be set. A signal voltage higher than the possible range of the sensor will set DTC P0108. An intermittent low or high voltage will set DTC P1107 or P1106 respectively. The PCM can also detect a shifted MAP sensor. The PCM compares the MAP sensor signal to a calculated MAP based on throttle position and various engine load factors. If the PCM detects a MAP signal that varies excessively above or below the calculated value, DTC P0106 will set. The PCM updates the MAP sensor reading at each 3X reference pulse. If the 3X reference pulse is lost the PCM will only update the MAP sensor once per ignition cycle and will retain that value until the next ignition cycle. Depending on the retained MAP sensor value, the PCM will set the appropriate high voltage DTC or low voltage DTC. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 4722 Manifold Pressure/Vacuum Sensor: Service and Repair MAP Sensor Service Removal Procedure 1. Disconnect the negative battery cable. 2. The Fuel Injector harness is attached to the MAP Sensor bracket. Disconnect the Fuel Injector Harness from the MAP Sensor. 3. Remove the bolt/screws (2). 4. Remove the electrical connector. 5. Remove the inlet vacuum hose. 6. Remove the MAP sensor from the bracket. Installation Procedure 1. Installation the inlet vacuum hose. 2. Connect the electrical connector. 3. Position the MAP sensor to bracket and drive bolt/screws (2) securely seated and not stripped. 4. Connect the Fuel Injector harness to the MAP Sensor bracket. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications Oil Level Sensor For ECM: Specifications Engine Oil Level Switch ....................................................................................................................... ............................................. 17-27 Nm (13-20 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications > Page 4726 Oil Level Sensor For ECM: Description and Operation Engine Oil Level Sensor The PCM monitors the Engine Oil Level Sensor signal at start-up to determine if engine oil level is OK. If the PCM determines that a low oil level condition exists, the PCM will illuminate the Low Oil Level indicator lamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications > Page 4727 Oil Level Sensor For ECM: Service and Repair Engine Oil Level Sensor REMOVAL PROCEDURE 1. Raise the vehicle. 2. Drain the engine oil. 3. Disconnect the electrical connector from Engine Oil Level Switch 4. Remove the Engine Oil Level Switch from the oil pan. INSTALLATION PROCEDURE 1. Install the Engine Oil Level Switch. Tighten Switch to 17-27 Nm (13-20 lb. ft.). 2. Lower the vehicle. 3. Add the engine oil to the correct level. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oil Pressure Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oil Pressure Sensor > Component Information > Locations > Page 4731 Engine Oil Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems Oxygen Sensor: Technical Service Bulletins Oxygen Sensor - Locations in Various Exhaust Systems File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-40 Date: March, 1997 INFORMATION Subject: Pictorial of Oxygen Sensor Designations in Various Exhaust Systems Configurations Models: 1996-97 Passenger Cars, Geos and Trucks Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 4736 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 4737 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 4738 Pictorials of the designation of oxygen sensors in General Motors vehicles. There has been some confusion relative to OBD II oxygen sensor designation. The intent of this bulletin is to eliminate misdiagnosis of those oxygen sensors due to misidentification. When using Section 6E of the Service Manual, this chart can help locate the appropriate bank and sensor for the diagnostic. For "V" engines; BANK 1 is always on the side of the engine with the number 1 cylinder (odd cylinders), and BANK 2 is always on the side of the engine where the number 2 cylinder (even cylinders) is located. Just a reminder, the OBD II P-codes, technician observations and customer comments are all to be recorded on the repair order in accordance with article 1.6.2G of the GM Service Policies and Procedures Manual. Use the approved labor operation for the sensors replaced. J 6372 is used for engine out sensors. Labor Operation J 6380 is for the pre-sensor (the sensor just in front of the catalytic converter) and the post sensor (the sensor behind the catalytic converter). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 4739 Oxygen Sensor: Specifications Heated Oxygen Sensor ....................................................................................................................... ............................................... 42 +/- 4 Nm (31 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update Oxygen Sensor: Locations Technical Service Bulletin Update File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-40 Date: March, 1997 INFORMATION Subject: Pictorial of Oxygen Sensor Designations in Various Exhaust Systems Configurations Models: 1996-97 Passenger Cars, Geos and Trucks Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 4742 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 4743 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 4744 Pictorials of the designation of oxygen sensors in General Motors vehicles. There has been some confusion relative to OBD II oxygen sensor designation. The intent of this bulletin is to eliminate misdiagnosis of those oxygen sensors due to mis-identification. When using Section 6E of the Service Manual, this chart can help locate the appropriate bank and sensor for the diagnostic. For "V" engines; BANK 1 is always on the side of the engine with the number 1 cylinder (odd cylinders), and BANK 2 is always on the side of the engine where the number 2 cylinder (even cylinders) is located. Just a reminder, the OBD II P-codes, technician observations and customer comments are all to be recorded on the repair order in accordance with article 1.6.2G of the GM Service Policies and Procedures Manual. Use the approved labor operation for the sensors replaced. J 6372 is used for engine out sensors. Labor Operation J 6380 is for the pre-sensor (the sensor just in front of the catalytic converter) and the post sensor (the sensor behind the catalytic converter). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 4745 Center Of Passenger Compartment, Under Vehicle Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 4746 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4749 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4750 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4751 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4752 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4753 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4754 Oxygen Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4755 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4756 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4757 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4758 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4759 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4760 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4761 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4762 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4763 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4764 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4765 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4766 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4767 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4768 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4769 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4770 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4771 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4772 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4773 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4774 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4775 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4776 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4777 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4778 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4779 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4780 Oxygen Sensor: Connector Views Post Converter Heated Oxygen Sensor (HO2S 2) Pre Converter Heated Oxygen Sensor (HO2S 1) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 4781 Oxygen Sensor: Electrical Diagrams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Fuel Control Oxygen Sensors Oxygen Sensor: Description and Operation Fuel Control Oxygen Sensors Description The Precatalyst Heated Oxygen Sensor (HO2S 1) is mounted in the exhaust manifold where it can monitor the oxygen content of the exhaust gas stream. The oxygen present in the exhaust gas reacts with the sensor to produce a voltage output. This voltage should constantly fluctuate from approximately 100mV (high oxygen content - lean mixture) to 900mV (low oxygen content - rich mixture). The heated oxygen sensor voltage can be monitored with a scan tool. By monitoring the voltage output of the oxygen sensor, the PCM calculates what fuel mixture command to give to the injectors (lean mixture-low HO2S voltage = rich command, rich mixture-high HO2S voltage = lean command). Operation The HO2S 1 circuit, if open, should set a DTC P0134 and the scan tool will display a constant voltage between 400 - 500mV. A constant voltage below 300mV in the sensor circuit (circuit grounded) should set DTC P0131, while a constant voltage above 800mV in the circuit should set DTC P0132. A fault in the HO2S 1 heater circuit should cause DTC P0135 to set. The PCM can also detect HO2S response problems. If the response time of an HO2S is determined to be too slow, the PCM will store a DTC that indicates degraded HO2S performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Fuel Control Oxygen Sensors > Page 4784 Oxygen Sensor: Description and Operation Heated Oxygen Sensor 2 (HO2S 2) Catalyst Monitor Function The catalyst monitor sensors operate the same as the fuel control sensors. Although the HO2S 2 sensors' main function is catalyst monitoring, it also plays a limited role in fuel control. If the sensor output indicates a voltage either above or below the 450 millivolt bias voltage for an extended period of time, the PCM will make a slight adjustment to fuel trim to ensure that fuel delivery is correct for catalyst monitoring. A problem with the HO2S 2 signal circuit should set DTC P0137, P0138 or P0140, depending on the specific condition. A fault in the heated oxygen sensor heater element or its ignition feed or ground will result in slower oxygen sensor response. This may cause erroneous Catalyst monitor diagnostic results. A fault in the HO2S 2 heater circuit should cause DTC P0141 to set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Page 4785 Oxygen Sensor: Service and Repair Removal Procedure Caution: The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. If HO2S 2 is being replaced, raise the vehicle. 2. Disconnect the electrical connector. Important: A special anti-seize compound is used on the heated oxygen sensor threads The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 3. Carefully back out the heated oxygen sensor. Installation Procedure 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti-seize compound PIN 5613695, or equivalent if necessary. 2. Install the Heated Oxygen Sensor. Tighten ^ Tighten the HO2S 1 (Pre-catalytic converter) to 42 +/- 4 N.m (31 lb ft). ^ Tighten the HO2S 2 (Post-catalytic converter) to 42 +/- 4 N.m (31 lb ft). 3. Connect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > Engine Controls - Service Manual Supplement Announcement Body Control Module: Technical Service Bulletins Engine Controls - Service Manual Supplement Announcement File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-04-010 Date: March, 1999 INFORMATION Subject: 1997 Service Manual Supplement Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass The 1997 GMP/97-LN-2 service information has been revised to incorporate the changes associated with the Body Function Controller (BFC). Please refer to the 1997 Service Manual supplement (part number GMP/97-LN-UPD) for the revised service information. This supplement provides revised diagnostic procedures and service information for the following items: ^ DTC P0630 A/C Refrigerant Pressure Sensor Circuit ^ DTC P1601 Serial Communication Malfunction ^ DTC P1602 Class II Failure with EBCM ^ DTC P1610 Class II Failure with BFC ^ DTC P1626 No Password ^ DTC P1530 Theft Deterrent PCM in Learn Mode ^ DTC P1631 Theft Deterrent Password Incorrect ^ DTC P1632 Theft Deterrent System Fuel Disabled ^ A/C Refrigerant Pressure Sensor Circuit ^ A/C Compressor Clutch Control ^ Electric Cooling Fan ^ Electric Cooling Fan (Table 1) ^ Electric Cooling Fan (Table 2) ^ Electric Cooling Fan (Table 3) ^ Engine Oil Pressure Switch ^ PCM Controlled Air Conditioning ^ Electric Cooling Fan General Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > Page 4791 Below RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4794 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4795 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4796 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4797 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4798 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4799 Body Control Module: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4800 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4801 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4802 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4803 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4804 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4805 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4806 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4807 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4808 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4809 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4810 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4811 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4812 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4813 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4814 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4815 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4816 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4817 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4818 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4819 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4820 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4821 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4822 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4823 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4824 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4825 Body Control Module: Connector Views Body Function Controller (BFC): C1 Body Function Controller (BFC): C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4826 Body Function Controller (BFC): C2 (Part 1 Of 2) Body Function Controller (BFC): C2 (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4827 Body Function Controller (BFC): C3 Body Function Controller (BFC): C3 (Part 1 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4828 Body Function Controller (BFC): C3 (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4829 Body Control Module: Electrical Diagrams Body Function Controller (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4830 Body Function Controller (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4831 Body Function Controller (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4832 Body Function Controller (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Service Precautions > Technician Safety Information Body Control Module: Technician Safety Information CAUTION: ^ This vehicle is equipped with Supplemental Inflatable Restraint (SIR). Refer to Service Precautions / Air Bags (Supplemental Restraint Systems) before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Service Precautions > Technician Safety Information > Page 4835 Body Control Module: Vehicle Damage Warnings Overloading Circuits The computer system is designed to withstand normal current draws associated with vehicle operation, however, care must be taken to avoid overloading any of these circuits. In testing for opens or shorts, do not ground or apply voltage to any of the circuits unless instructed to do so by the diagnostic procedures. These circuits may only be tested using the High Impedance Multimeter (J 39200 or equivalent) if they remain connected to one of the computers. Never remove or apply voltage to one of the computers with the Ignition Switch in the RUN position. Before removing or connecting battery cables, fuses or connectors always turn the Ignition Switch to the OFF position. Fastener Requirements NOTE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. General Motors will call out those fasteners that require a replacement after removal. General Motors will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation Body Control Module: Description and Operation Body Control System Operation Bulb Check General Description The bulb check function resides in the Body Function Controller (BFC). Every time the Ignition Switch transitions from ACC to RUN, an Instrument Cluster bulb check will occur for a calibrated amount of time for specified indicators. Bulb check will override the OFF state of the affected indicators. The Body Function Controller (BFC) will determine which indicators to bulb check by looking at an EEPROM table. Every Serial Peripheral Interface (SPI) indicator has a bit in the EEPROM table. The gauges will WOW during a bulb check. A WOW is when all of the gauge indicators are moved at the same time and all indicators are lit. If there is an indicator lit before the WOW, the indicator shall remain lit after this function has concluded. Compressor Controls The Powertrain Control Module (PCM) and Body Function Controller (BFC) share hardware and software for control of the AC Compressor Clutch. The Powertrain Control Module (PCM) and the Body Function Controller (BFC) communicate this information over the serial data Class 2 line. The Body Function Controller (BFC) performs the following software functions: ^ Limit Low Speed Compressor Operation ^ Prevent Clutch Slippage ^ High Coolant Temperature ^ Monitor for Overpressure ^ Determine Low Ambient Pressure ^ Control Compressor Clutch The Powertrain Control Module (PCM) performs the following functions: ^ Prevent Compressor Overspeed ^ Limit Compressor Speed (in PARK or NEUTRAL) ^ Drive Compressor Clutch ^ Perform Anti-Slug (Slugging is when a mass of liquid enters the AC Compressor Pump) Interior Lighting Control The Body Function Controller (BFC) provides the following interior lamp control: ^ Courtesy lamps. ^ Illuminated Entry control of Courtesy Lamps. Courtesy Lamps are enabled by the following methods: ^ By discrete input to the Body Function Controller (BFC) from the door ajar switches. ^ If any of the doors are open and the vehicle speed is less than 13 km/h (8 mp/h). ^ If the Ignition Switch has been turned OFF for less than two minutes and then the doors are closed, the lights will stay on for 4 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for more than two minutes and then the doors are closed, the lights will stay on for 40 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for less than two minutes and the Ignition Key is removed or the doors are opened, the lights will turn on for 15 seconds (or until the Ignition Key is re-inserted or a door open switch is cycled). ^ Remote Control Door Lock Transmitter activation of the Driver Door Unlock or the Trunk Release (function of Illuminated entry). When the interior lights are to be turned off because a customer is leaving the vehicle (the Ignition Switch is turned OFF for more than two minutes), they are first step dimmed, and then theater dimmed to the OFF state. If the Ignition Switch is turned OFF for less than two minutes the interior lights are theater dimmed to the OFF state in four seconds. If the customer sits in the vehicle and the interior lights have turned OFF and the customer removes the Ignition Key the interior lights will illuminate for 15 seconds. Volts Indicator The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation > Page 4838 There are four fault codes possible that will illuminate the volts indicator. The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Wake-Up/Asleep States Wake-ups are signals that will turn the Body Function Controller (BFC) ON and cause it to begin active control and/or monitoring. The Body Function Controller (BFC) is asleep when it has stopped control or monitoring and has become idle again. The Body Function Controller (BFC) Wake-ups are as follows: ^ Door Ajar Switches ^ Ignition Switch actuation ^ Inadvertent Power ^ Battery Guard ^ Remote Control Door Lock Receiver Driver Door Unlock actuation Trunk Release The Body Function Controller will go to sleep and go into Battery Rundown Protection mode are as follows: ^ Less than 24 km (15 miles), 3 minutes ^ Greater than 24 km (15 miles), 20 minutes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation > Page 4839 Body Control Module: Description and Operation General Description The Body Function Controller (BFC) performs the following functions: ^ A/C Compressor request ^ A/C Cooling Fan ^ Exterior and interior lighting control Daytime Running Lights (DRL) - Automatic Lighting Control - Fog Lamps - Interior Lighting ^ Battery Rundown Protection ^ Chime ^ Gauge Control ^ Instrument Cluster Indicator Control ^ Theft Deterrent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview Basic Knowledge Required Before performing diagnosis there are some areas that you must be familiar with. Without this basic knowledge, you will have difficulty using diagnostic procedures. 1. Basic Electrical Circuits - The basic theory of electricity is essential. An understanding of voltage, current, resistance and their relationships to each other will help in the diagnosis of an open or shorted circuit. You must be able to read and understand a schematic wiring diagram. 2. Use of Circuit Testing Tools - You must know how to use jumper wires to bypass components to test circuits. You must be familiar with the High Impedance Multimeter (DMM - Digital Multi Meter), particularly essential tool J 39200 or equivalent. You must be able to measure voltage, resistance, and current with the DMM you are using. 3. Use of the scan tool - You must know how to use, connect, manipulate and diagnose circuits using this essential tool. You must be familiar with screens and control module partitions. Body Function Controller System Check Diagnostic Trouble Codes Warning IMPORTANT Do NOT replace the Body Function Controller (BFC) unless a Diagnostic Trouble Code (DTC) remains Current after all DTC tables have been executed. NEVER replace the Body Function Controller (BFC) based on History codes. The Body Function Controller (BFC) and the Electronic Brake Control Module (EBCM) are connected to the Class 2 serial data link and are capable of setting Diagnostic Trouble Codes. The history DTC codes (a history DTC is a current DTC fault that disappears in the next ignition cycle) can be especially useful in diagnosing an intermittent problem. An explanation of these are given below in Diagnostic Trouble Codes (DTC) TABLE #13. On Vehicle Diagnostic Capabilities Aboard this vehicle are electronic components which can be controlled by the service technician to provide valuable self-diagnostic information. These components are part of an electrical network designed to control various engine and body subsystems. System sensors and switches are monitored by the computer system. These components are ^ Body Function Controller (BFC) ^ Electronic Brake Control Module (EBCM) ^ Instrument Cluster Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4842 ^ Powertrain Control Module (PCM) ^ Sensing and Diagnostic Module (SDM) - Supplemental Inflatable Restraint System (CKT 800 UART) A combination of inputs from these components, other sensors and switches go to the computers either as discrete/analog inputs, communicated on the communications link (called the Data Line (circuit 1807 Class 2, or circuit 800 UART) and Serial Peripheral Interface (SPI) [circuit 1321, circuit 1322 and circuit 1323]) to other computers. Visual Inspection One of the most important checks, which must be done before any diagnostic activity, is a careful visual inspection of suspect wiring and components. This can often lead to fixing a malfunction without further steps. Inspect the battery hydrometer (green eye) to assure the Battery is not discharged. Inspect all vacuum and electrical circuits for pinches, cuts or disconnects. This visual inspection is very important. It must be done carefully and thoroughly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4843 Body Control Module: Reading and Clearing Diagnostic Trouble Codes With Scan Tool The procedure for reading diagnostic trouble code(s) is to use a diagnostic scan tool. Read Diagnostic Trouble Codes Using a Tech 1, Tech 2 or Other Scan Tool. When reading DTC(s), follow instructions supplied by tool manufacturer. Without Scan Tool A scan tool must be used to retrieve DTCs from the PCM memory. DTCs can no longer be retrieved by grounding terminals "A" to "B" at the Data Link Connector (DLC). This also eliminates the PCM function of flashing Code 12. The use of a Tech 1 scan tool or equivalent will be needed to obtain both current and history DTCs. Failure to follow this step could result in unnecessary repairs. With Scan Tool NOTE: Only clear DTC's when instructed to do so. All of the diagnostic data that was saved along with the DTC will also be erased when the code is cleared. To clear Diagnostic Trouble Codes (DTCs), use the diagnostic scan tool, "clear DTCs" or "clear info" function. When clearing DTCs follow instructions supplied by the tool manufacturer. To Clear DTCs From Memory: ^ Use a scan tool (recommended) Or ^ Ignition OFF for at least 10 seconds, ^ Disconnect the negative battery cable for 30 seconds (clears status flags). Notice: Clearing the PCM DTC memory by disconnecting the battery will clear all PCM memories. Since some operations (particularly IAC valve idle control) are learned, it may be necessary to partially depress the accelerator pedal when re-starting the engine after PCM memory is cleared. It may also be necessary to release the accelerator pedal very slowly when first returning to idle, to prevent a stall. This will allow the PCM to re-learn IAC valve position. Learned operations may be restored by normal driving. Without Scan Tool NOTE: Only clear DTC's when instructed to do so. All of the diagnostic data that was saved along with the DTC will also be erased when the code is cleared. A scan tool should be used to clear diagnostic trouble codes. When a scan tool is not available, DTCs can also be cleared by disconnecting one of the following sources for at least thirty (30) seconds: NOTE: When codes are cleared in the following manner, a short period of poor driveablity could result while the processor goes through a relearning process. Caution: To prevent system damage, the ignition key must be "OFF" when disconnecting or reconnecting battery power. ^ The power source to the control module. Examples: fuse, pigtail at battery PCM connectors etc. ^ The negative battery cable. (Disconnecting the negative battery cable may result in the loss of other on-board memory data, such as preset radio tuning). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4844 Body Control Module: Component Tests and General Diagnostics Bulb Check General Description The bulb check function resides in the Body Function Controller (BFC). Every time the Ignition Switch transitions from ACC to RUN, an Instrument Cluster bulb check will occur for a calibrated amount of time for specified indicators. Bulb check will override the OFF state of the affected indicators. The Body Function Controller (BFC) will determine which indicators to bulb check by looking at an EEPROM table. Every Serial Peripheral Interface (SPI) indicator has a bit in the EEPROM table. The gauges will WOW during a bulb check. A WOW is when all of the gauge indicators are moved at the same time and all indicators are lit. If there is an indicator lit before the WOW, the indicator shall remain lit after this function has concluded. Compressor Controls The Powertrain Control Module (PCM) and Body Function Controller (BFC) share hardware and software for control of the AC Compressor Clutch. The Powertrain Control Module (PCM) and the Body Function Controller (BFC) communicate this information over the serial data Class 2 line. The Body Function Controller (BFC) performs the following software functions: ^ Limit Low Speed Compressor Operation ^ Prevent Clutch Slippage ^ High Coolant Temperature ^ Monitor for Overpressure ^ Determine Low Ambient Pressure ^ Control Compressor Clutch The Powertrain Control Module (PCM) performs the following functions: ^ Prevent Compressor Overspeed ^ Limit Compressor Speed (in PARK or NEUTRAL) ^ Drive Compressor Clutch ^ Perform Anti-Slug (Slugging is when a mass of liquid enters the AC Compressor Pump) Interior Lighting Control The Body Function Controller (BFC) provides the following interior lamp control: ^ Courtesy lamps. ^ Illuminated Entry control of Courtesy Lamps. Courtesy Lamps are enabled by the following methods: ^ By discrete input to the Body Function Controller (BFC) from the door ajar switches. ^ If any of the doors are open and the vehicle speed is less than 13 km/h (8 mp/h). ^ If the Ignition Switch has been turned OFF for less than two minutes and then the doors are closed, the lights will stay on for 4 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for more than two minutes and then the doors are closed, the lights will stay on for 40 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for less than two minutes and the Ignition Key is removed or the doors are opened, the lights will turn on for 15 seconds (or until the Ignition Key is re-inserted or a door open switch is cycled). ^ Remote Control Door Lock Transmitter activation of the Driver Door Unlock or the Trunk Release (function of Illuminated entry). When the interior lights are to be turned off because a customer is leaving the vehicle (the Ignition Switch is turned OFF for more than two minutes), they are first step dimmed, and then theater dimmed to the OFF state. If the Ignition Switch is turned OFF for less than two minutes the interior lights are theater dimmed to the OFF state in four seconds. If the customer sits in the vehicle and the interior lights have turned OFF and the customer removes the Ignition Key the interior lights will illuminate for 15 seconds. Volts Indicator The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. There are four fault codes possible that will illuminate the volts indicator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4845 The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Wake-Up/Asleep States Wake-ups are signals that will turn the Body Function Controller (BFC) ON and cause it to begin active control and/or monitoring. The Body Function Controller (BFC) is asleep when it has stopped control or monitoring and has become idle again. The Body Function Controller (BFC) Wake-ups are as follows: ^ Door Ajar Switches ^ Ignition Switch actuation ^ Inadvertent Power ^ Battery Guard ^ Remote Control Door Lock Receiver Driver Door Unlock actuation Trunk Release The Body Function Controller will go to sleep and go into Battery Rundown Protection mode are as follows: ^ Less than 24 km (15 miles), 3 minutes ^ Greater than 24 km (15 miles), 20 minutes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4846 Body Control Module: Scan Tool Testing and Procedures System Tests System Tests, using the Scan Tool, allow for the display of values as actually seen or commanded by the various computers (i.e. PCM, IC, SDM, EBCM, or BFC). The Test Types available are dependent upon the System selected, but may include the following: ^ Data (Analog Inputs) - displays analog values as seen by the system. ^ Inputs and Outputs (Digital Inputs) - displays digital values as seen by the system and provides an indication of whether the input or output has cycled. ^ Special Functions (Output Controls) - allows for outputs of the system to be set at a desired value (ON or OFF). ^ Clear Codes - will erase all DTCs stored for the system currently selected (Note: If the malfunction is still present, the DTC may immediately reset). Body Main Menu The scan tool software is broken into major computer controller groups that are found in the body of the vehicle. The Body Function Controller (BFC), in addition to being an element of the Class 2 serial data link, also has hardwired inputs as do the Powertrain Control Module (PCM), Electronic Brake Control Module (EBCM), the Instrument Cluster, and the Sensing and Diagnostic Module (SDM). Some of these inputs are used to display information for the Instrument Cluster gauges and indicators while other inputs are converted into serial data link and transmitted on the Class 2 serial data link and the Serial Peripheral Interface (SPI) serial data link. The Body Function Controller (BFC) is the only interface to the Instrument Cluster, the Body Function Controller (BFC) converts Class 2 data to Serial Peripheral Interface (SPI) for the Instrument Cluster. The choice of inputs that can be read are listed in TABLE #1. TABLE #1 - BODY MAIN MENU Function Supplemental Inflatable Restraint Body Function Controller Entertainment and Comfort Bus Features Menu Description In this mode of operation, the scan tool can navigate through various modes of information gathering modes; Diagnostic Trouble Codes (DTC), Data Display, Snapshot, and Special Functions. The Diagnostic Trouble Codes (DTC) menu allow the technician to view the error codes set by the Body Function Controller (BFC). The Data Display menu allows the technician to view what the current state the various Body Function Controllers inputs and outputs. The Snapshot menu function allows the technician to view and store the inputs as an aid in diagnosis of multi-system faults. The Special Functions menu allows the technician to actuate the Body Function Controller's outputs. The choice of inputs that can be read are listed in TABLE #2. Diagnostic Trouble Code Menu In this mode the technician is allowed to view and clear current and history Diagnostic Trouble Codes (DTC). Data Display Menu Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4847 Description In this mode of operation, the scan tool allows the technician to command the Body Function Controller (BFC) to display its various inputs, outputs, and Instrument Cluster information for ease in diagnosis. This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly from the Body Function Controller (BFC) inputs, the Instrument Cluster or the Powertrain Control Module (PCM) and if the computer systems are operating properly. The choice of inputs that can be read are listed in TABLE #3. Module Information Menu Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read from the instrument Cluster pertinent information about the Instrument Cluster (Part Number, Calibration ID and the year of construction), the information that can be read is listed in TABLE #4. PCM to BFC A/C Clutch Data Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various data inputs from the Powertrain Control Module (PCM). This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly from the Powertrain Control Module (PCM) and if the Powertrain Control Module (PCM) is allowing the A/C Compressor to function. The inputs that can be read are listed in TABLE #5 Security Data Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4848 Description In this mode of operation, the scan tool reads the Vehicle Theft Deterrent data in the Body Function Controller (BFC). The outputs that can be viewed are listed in TABLE #9. Data Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various analog data inputs. This mode can be used to determine whether the Body Function Controller (BFC) is receiving analog data correctly or if a component is operating properly. The inputs that can be read are listed on TABLE #6. Inputs Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4849 In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various inputs. This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly or if a component is operating properly. The inputs that can be read are listed on TABLE #7. Outputs Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to override its normal operation and force the Body Function Controller (BFC) to enable its outputs (engage relays, operate Courtesy Lighting, etc). This mode can be used to determine whether the Body Function Controller (BFC) is capable of producing a given output. The outputs that can be controlled are listed in TABLE #8. SPI Data Description In this mode of operation, the scan tool can command the Instrument Cluster via Body Function Controller (BFC) to determine proper Serial Peripheral Interface (SPI) data bus operation. The data that can be displayed is listed in TABLE #10. BFC to Cluster Data Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4850 Description In this mode of operation the scan tool can command the Instrument Cluster, by Class 2 message to the Body Function Controller (BFC) and via the Serial Peripheral Interface (SPI) serial data bus to override its normal operation and force the Instrument Cluster to enable its outputs (gauges move, indicators lit etc). This mode can be used to determine whether the Instrument Cluster is capable of producing a given output. The outputs that can be controlled are listed in TABLE #11. Snapshot The SNAPSHOT function is the same one used to capture DTCs for the Powertrain Control Module. Special Functions Menu Description In this mode of operation the technician is capable of turning on and off almost all of the Body Function Controller (BFC) outputs. The functions that can be controlled are found under the Output Control menu. The information in TABLE #12 shows what outputs the scan tool can command. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement Body Control Module: Service and Repair Body Function Controller (BFC) Replacement Remove or Disconnect 1. Negative battery cable. 2. Right sound insulator. 3. BFC assembly. 4. BFC connectors in the following order: Pink Connector C3 first, then C1 and C2. Install or Connect 1. BFC connectors in the following order: C1, C2 and Pink connector C3 last. 2. BFC Module 3. Right sound insulator. 4. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement > Page 4853 Body Control Module: Service and Repair Body Function Controller Reprogramming Procedure IMPORTANT When removing the Body Function Controller (BFC) disconnect connector C3 FIRST, then disconnect the remaining connectors. When installing the Body Function Controller (BFC) connect connectors C1 and C2 first. ALWAYS connect connector C3 LAST. USING A SCAN TOOL AND TECHLINE TERMINAL TO CONFIGURE THE BODY FUNCTION CONTROLLER 1. Connect the scan tool to vehicle diagnostic connector, and choose Service Programming from the scan tool Main Menu. 2. After entering the vehicle information, choose the Request Info soft key on the scan tool. 3. Disconnect the scan tool from the vehicle and connect the scan tool to the Techline Terminal. 4. At the Techline Terminal, select Service Programming System (SPS). 5. Select Terminal to scan tool programming method. 6. Select Done and follow instructions on the Communications Setup screen. 7. Select Program Body Function Controller. 8. Select Program at the Summary screen. The terminal will download in formation to the Scan tool. 9. Return to the vehicle and connect the scan tool to the diagnostic connector. 10. Select Service Programming from the scan tool Main Menu. 11. Answer the prompts regarding model year and vehicle type. Press the Body Function Controller soft key on scan tool. The Body Function Controller will be programmed with the configuration file stored in the scan tool. 12. Reprogram the Theft Deterrent System. 13. Reprogram the Powertrain Control Module (PCM). 14. Verify the repair. TROUBLESHOOTING HINTS: ^ Make the following checks before beginning system diagnosis. 1. Check all fuses by visual inspection. 2. Ensure that all connectors in system are mated correctly. 3. Check for open in Class 2 serial data link (CKT 1807). 4. Check for an open in the Serial Peripheral Interface (SPI) serial data link (CKT 1321, 1322, 1323). 5. Do NOT replace the Body Function Controller (BFC) with only History Codes set. ^ Check for a broken (or partially broken) wire inside of the insulation which could cause system failure but prove GOOD in a continuity/voltage check. ^ Check for proper installation of aftermarket electronic equipment which may affect the integrity of their systems. ^ Check that all grounds are tight and clean. ^ Refer to System Diagnosis. SYSTEM DIAGNOSIS ^ Perform the Body Function Controller (BFC) Diagnostic System Check and refer to the Symptom Table for the appropriate diagnostic procedures. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement > Page 4854 Body Control Module: Service and Repair Reprogramming Procedure - Auto - Learn The following procedure allows for anyone to reprogram the Body Function Controller (BFC) Learned Data Code without any tools (other than the scan tool) when a new Ignition Switch, Powertrain Control Module (PCM), and/or the BFC is installed. The following is the auto learn procedure: The BFC will set the DTC 3031 Controller in learn mode when entering the reprogramming procedure. 1. Clear all DTC's 2. Turn the Ignition Switch to the START position. 3. The vehicle will start and then stall. 4. Turn the Ignition Switch to the RUN position until the THEFT SYSTEM indicator turns off (approximately 10 minutes). 5. Turn the Ignition Switch to the OFF position then back to the RUN position. 6. The BFC will learn the new data on the next start attempt. 7. Reprogram the PCM to allow the PCM to learn the new Passlock (TM) code. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-29 > Nov > 97 > Instruments - Cluster Resets When Ham Radio Is Keyed Engine Control Module: Customer Interest Instruments - Cluster Resets When Ham Radio Is Keyed File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-29 Date: November, 1997 Subject: Instrument Cluster Resets when On-board Ham Radio is Keyed (Replace the PCM) Models: 1997 Buick Century, Regal 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 310013800 V6 Engine (VINs M, K, 1 - RPOs L82, L36, L67) Condition Some vehicles may experience an instrument cluster reset if the vehicle has an on-board Ham radio operating under the 10 MHz frequency range and the transmitter is keyed on. Correction A new PCM has been released to correct this condition. The new PCM has a 47 Micro Henry choke in place to eliminate the interference generated by the on-board Ham radio equipment. Do not forget to transfer the Knock Sensor Module from the old PCM into the new PCM. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Code Labor Time J6360 PCM, Replace Use Published Labor Operation Time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Engine Control Module: Customer Interest PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 4867 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage Engine Control Module: All Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage > Page 4873 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 02-08-116-001 > Jan > 02 > PCM - Intermittent Communication or DTC Codes Stored Engine Control Module: All Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 83-81-32 > Sep > 98 > PCM Connector - Information on New Service Kits Engine Control Module: All Technical Service Bulletins PCM Connector - Information on New Service Kits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-32 Date: September, 1998 INFORMATION Subject: New Powertrain Control Module (PCM) Connector Service Kits Models: 1996-99 All Passenger Cars except Geo and Catera Two new kits have been released to service the Powertrain Control Module (PCM) connector If the connector has been damaged during servicing. This PCM has an aluminum body and is usually mounted underhood. Kit (P/N 12167308) contains the 80 way connector body, the cover, two each of four different terminal retainers and 25 empty cavity plugs. No terminals are included. If terminals are needed, use P/N 12084913 for 0.35 mm and 0.50 mm wire and P/N 12084912 for 0.80 mm wire. These terminals are included in the terminal repair kit J 38125A or B, and replacements can be ordered from Kent-Moore. kit (P/N 12167313) contains one connector seal. Whenever the connector is unbolted from the aluminum body of the PCM, the seal can stick to the body, or may be twisted. This seal should be replaced whenever the connector is removed in service. Parts Information P/N Description 12167308 Kit, PCM Harness Repair 12167313 Seal Kit, PCM Connector 12084912 Terminal 12084913 Terminal Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 77-65-29 > Nov > 97 > Instruments - Cluster Resets When Ham Radio Is Keyed Engine Control Module: All Technical Service Bulletins Instruments - Cluster Resets When Ham Radio Is Keyed File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-29 Date: November, 1997 Subject: Instrument Cluster Resets when On-board Ham Radio is Keyed (Replace the PCM) Models: 1997 Buick Century, Regal 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 310013800 V6 Engine (VINs M, K, 1 - RPOs L82, L36, L67) Condition Some vehicles may experience an instrument cluster reset if the vehicle has an on-board Ham radio operating under the 10 MHz frequency range and the transmitter is keyed on. Correction A new PCM has been released to correct this condition. The new PCM has a 47 Micro Henry choke in place to eliminate the interference generated by the on-board Ham radio equipment. Do not forget to transfer the Knock Sensor Module from the old PCM into the new PCM. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Code Labor Time J6360 PCM, Replace Use Published Labor Operation Time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Engine Control Module: All Technical Service Bulletins PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 4890 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter Engine Control Module: All Technical Service Bulletins PROM - Reprogram Using Off Board Program Adapter File In Section: 6E - Engine Fuel & Emission Bulletin No.: 73-65-13 Date: March, 1997 INFORMATION Subject: Reprogramming Capability using the Off Board Programming Adapter Models: 1993-97 Passenger Cars and Trucks (Applicable Reprogrammable Vehicles) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4895 The General Motors vehicles contain Electronically Reprogrammable Devices (i.e. PCM, VCM, ECM). These vehicles cannot be programmed through PROM replacement, however service programming capability is available through the Tech 1/1A, Tech 2 and Techline terminals via direct or remote programming. The Environmental Protection Agency (EPA) has requested that all new vehicle manufacturers ensure their dealers/retailers are aware that they are responsible for providing customers access to reprogramming services at a reasonable cost and in a timely manner. Although programming of controllers has become a common service practice at GM dealers/retailers, the EPA has received reports from consumers and the aftermarket repair industry that they were unable to purchase a new (programmed) Electronically Reprogrammable Device (ERD) over-the-counter. As a result, on August 1, 1995, the Federal Government issued a regulation requiring all manufacturers to make available reprogramming to the independent aftermarket by December 1, 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4896 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4897 Today, the Off Board Programming Adapter (OBPA) is used to reprogram ERD's sold over-the-counter. For all practical purposes, the OBPA takes the place of the vehicle when the vehicle is not available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4898 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4899 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4900 The list of dealerships/retailers currently own the OBPA (see Attachments 1 - 3). These locations are equipped to provide over-the-counter preprogrammed ERD's. The hardware required to perform reprogramming in addition to the OBPA is a Techline terminal, Tech 1/1A and associated cables and adapters. THE TECH 2 SHOULD NOT BE USED WITH THE OBPA AT THIS TIME BECAUSE OF INADEQUATE OBPA GROUNDING. The current OBPA can support reprogramming on all late model General Motor's vehicles except: ^ Premium V-8's ^ 1996 Diesel Truck ^ Cadillac Catera Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4901 ^ All 1997 programmable vehicles (requires use of the Tech 2) A modification to the OBPA is being offered by Kent-Moore to support these additional vehicles and to allow reprogramming using the Tech 2. The revisions to the OBPA for the Tech 2 is very important as the Tech 2 is the only tool used for service programming for 1997 and future vehicles. To have the modifications performed, contact Kent-Moore at (800) 345-2233. The revisions (part number J 41207 REV-C) are free of charge for GM dealerships/retailers. A dealership/retailer can purchase the OBPA by contacting Kent-Moore (part number J 41207-C). Support on how to use the OBPA is provided by the Techline Customer Support Center (TCSC) at (800) 828-6860 (English) or (800) 503-3222 (French). If you need to purchase an OBPA and/or cable, contact Kent-Moore at (800) 345-2233. The OBPA retails for $695.00 (includes all revisions 1-4) under part number J 41207-C. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 676535 > Nov > 96 > PCM - New Identification Label Engine Control Module: All Technical Service Bulletins PCM - New Identification Label File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-35 Date: November, 1996 INFORMATION Subject: New PCM Identification Label Models: Late 1996 and All 1997 Passenger Cars with Powertrain Control Modules (PCM) PCM Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage Engine Control Module: All Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage > Page 4911 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 02-08-116-001 > Jan > 02 > PCM - Intermittent Communication or DTC Codes Stored Engine Control Module: All Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 83-81-32 > Sep > 98 > PCM Connector - Information on New Service Kits Engine Control Module: All Technical Service Bulletins PCM Connector - Information on New Service Kits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-32 Date: September, 1998 INFORMATION Subject: New Powertrain Control Module (PCM) Connector Service Kits Models: 1996-99 All Passenger Cars except Geo and Catera Two new kits have been released to service the Powertrain Control Module (PCM) connector If the connector has been damaged during servicing. This PCM has an aluminum body and is usually mounted underhood. Kit (P/N 12167308) contains the 80 way connector body, the cover, two each of four different terminal retainers and 25 empty cavity plugs. No terminals are included. If terminals are needed, use P/N 12084913 for 0.35 mm and 0.50 mm wire and P/N 12084912 for 0.80 mm wire. These terminals are included in the terminal repair kit J 38125A or B, and replacements can be ordered from Kent-Moore. kit (P/N 12167313) contains one connector seal. Whenever the connector is unbolted from the aluminum body of the PCM, the seal can stick to the body, or may be twisted. This seal should be replaced whenever the connector is removed in service. Parts Information P/N Description 12167308 Kit, PCM Harness Repair 12167313 Seal Kit, PCM Connector 12084912 Terminal 12084913 Terminal Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter Engine Control Module: All Technical Service Bulletins PROM - Reprogram Using Off Board Program Adapter File In Section: 6E - Engine Fuel & Emission Bulletin No.: 73-65-13 Date: March, 1997 INFORMATION Subject: Reprogramming Capability using the Off Board Programming Adapter Models: 1993-97 Passenger Cars and Trucks (Applicable Reprogrammable Vehicles) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4924 The General Motors vehicles contain Electronically Reprogrammable Devices (i.e. PCM, VCM, ECM). These vehicles cannot be programmed through PROM replacement, however service programming capability is available through the Tech 1/1A, Tech 2 and Techline terminals via direct or remote programming. The Environmental Protection Agency (EPA) has requested that all new vehicle manufacturers ensure their dealers/retailers are aware that they are responsible for providing customers access to reprogramming services at a reasonable cost and in a timely manner. Although programming of controllers has become a common service practice at GM dealers/retailers, the EPA has received reports from consumers and the aftermarket repair industry that they were unable to purchase a new (programmed) Electronically Reprogrammable Device (ERD) over-the-counter. As a result, on August 1, 1995, the Federal Government issued a regulation requiring all manufacturers to make available reprogramming to the independent aftermarket by December 1, 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4925 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4926 Today, the Off Board Programming Adapter (OBPA) is used to reprogram ERD's sold over-the-counter. For all practical purposes, the OBPA takes the place of the vehicle when the vehicle is not available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4927 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4928 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4929 The list of dealerships/retailers currently own the OBPA (see Attachments 1 - 3). These locations are equipped to provide over-the-counter preprogrammed ERD's. The hardware required to perform reprogramming in addition to the OBPA is a Techline terminal, Tech 1/1A and associated cables and adapters. THE TECH 2 SHOULD NOT BE USED WITH THE OBPA AT THIS TIME BECAUSE OF INADEQUATE OBPA GROUNDING. The current OBPA can support reprogramming on all late model General Motor's vehicles except: ^ Premium V-8's ^ 1996 Diesel Truck ^ Cadillac Catera Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 4930 ^ All 1997 programmable vehicles (requires use of the Tech 2) A modification to the OBPA is being offered by Kent-Moore to support these additional vehicles and to allow reprogramming using the Tech 2. The revisions to the OBPA for the Tech 2 is very important as the Tech 2 is the only tool used for service programming for 1997 and future vehicles. To have the modifications performed, contact Kent-Moore at (800) 345-2233. The revisions (part number J 41207 REV-C) are free of charge for GM dealerships/retailers. A dealership/retailer can purchase the OBPA by contacting Kent-Moore (part number J 41207-C). Support on how to use the OBPA is provided by the Techline Customer Support Center (TCSC) at (800) 828-6860 (English) or (800) 503-3222 (French). If you need to purchase an OBPA and/or cable, contact Kent-Moore at (800) 345-2233. The OBPA retails for $695.00 (includes all revisions 1-4) under part number J 41207-C. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 676535 > Nov > 96 > PCM - New Identification Label Engine Control Module: All Technical Service Bulletins PCM - New Identification Label File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-35 Date: November, 1996 INFORMATION Subject: New PCM Identification Label Models: Late 1996 and All 1997 Passenger Cars with Powertrain Control Modules (PCM) PCM Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations Engine Control Module: Component Locations POWERTRAIN CONTROL MODULE (PCM) RH Front Of Dash The Powertrain Control Module (PCM) is located in the RH front of Instrument Panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations > Page 4937 Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4940 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4941 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4942 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4943 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4944 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4945 Engine Control Module: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4946 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4947 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4948 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4949 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4950 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4951 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4952 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4953 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4954 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4955 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4956 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4957 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4958 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4959 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4960 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4961 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4962 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4963 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4964 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4965 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4966 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4967 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4968 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4969 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4970 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4971 Engine Control Module: Connector Views Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4972 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4973 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4974 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4975 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4976 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 4977 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 4978 Engine Control Module: Service Precautions CAUTION: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the connector pins or the soldered components on the circuit board. Electronic components used in the control systems are often designed in order to carry very low voltage. Electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage; therefore, it is important to use care when handling and testing electronic components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 4979 Engine Control Module: Application and ID PCM Label *****This is a TSB Update-Bulletin No.: 67-65-35, Date: November, 1996***** INFORMATION Subject: New PCM Identification Label Effective March 7, 1996, all 1996-1/2 and 1997 model year passenger cars received a change to the identification label used on PCM's. Other than its appearance, these changes do not affect the service replacement procedure of PCM's. The illustration details the changes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 4980 Engine Control Module: Description and Operation Figure C1-1 - Powertrain Control Module (PCM) Description The Powertrain Control Module (PCM) is located underhood in front of the right strut tower near the engine coolant reservoir. It is the control center of the fuel injection system and constantly looks at the information from various sensors and controls the systems that affect vehicle performance. It controls the following items: ^ Fuel metering system. ^ Transaxle shifting. ^ Ignition timing. ^ On-board diagnostics for Powertrain functions. It constantly looks at the information from various sensors, and controls the systems that affect vehicle performance. The PCM also performs the diagnostic function of the system. It can recognize operational problems, alert the driver through the MIL (Service Engine Soon), and store diagnostic trouble codes which identify the problem areas to aid the technician in making repairs. Refer to Introduction in Engine Controls for more information on using the diagnostic function of the PCM. For service, the PCM consists of two parts: ^ The controller (the PCM without the Knock Sensor module). ^ the Knock Sensor module. PCM Function The PCM supplies either 5 or 12 volts to power various sensors or switches. This is done through resistances in the PCM which are so high in value that a test light will not light when connected to the circuit. In some cases, even an ordinary shop voltmeter will not give an accurate reading because its resistance is too low. Therefore, a digital voltmeter with at least 10 megohms input impedance is required to ensure accurate voltage readings. Tool J 39200 meets this requirement. EEPROM The Electrically Erasable Programmable Read Only Memory (EEPROM) is a permanent memory that is physically soldered within the PCM. The EEPROM contains program and calibration information that the PCM needs to control powertrain operation. Unlike the PROM used in certain past applications, the EEPROM is not replaceable. If the PCM is replaced, the new PCM will need to be programmed Techline equipment (Tech-2) containing the correct program and calibration for the vehicle is required to program the PCM. Knock Sensor Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 4981 The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensor and circuitry. If the PCM is replaced, the KS module needs to be transferred from the original PCM. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. Information Sensors All of the sensors and input switches can be diagnosed using a scan tool. Following is a short description of how the sensors and switches can be diagnosed by using a scan tool. The scan tool can also be used to compare the values for a normal running engine with the engine you are diagnosing. Password Learn Procedure In order for a theft deterrent vehicle to run, a password is communicated between the instrument Panel Cluster (IPC) and the Powertrain Control Module (PCM). If a PCM is replaced, the new PCM needs to learn the correct password of the vehicle. When the new PCM is installed, the EEPROM calibration is flashed into the new PCM and the vehicle will learn the new password upon initial ignition On. If the IPC is replaced, the PCM needs to learn the new password from the IPC. The Password learn procedure is as follows: 1. Attempt to start vehicle, then leave the ignition On. The Theft System telltale will flash for 10 minutes. 2. When the Theft System telltale stops flashing, start the vehicle. Once the vehicle is running, the password is learned. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Component Tests and General Diagnostics Engine Control Module: Component Tests and General Diagnostics Crankshaft Position System Variation Learning Procedure The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. PCM Diagnosis Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Component Tests and General Diagnostics > Page 4984 Figure C1-1 - Powertrain Control Module (PCM) Important: The Vehicle Identification Number (VIN) is programmed into the PCM. Do not exchange a PCM from another vehicle for testing or replacement. When replacing the PCM, the VIN must also be programmed into the new PCM. Because the PCM can have a failure which may affect only one circuit, follow the diagnostic procedures to determine which circuit has a problem and where it is. If a diagnostic chart indicates that the PCM connections or PCM is the cause of a problem and the PCM is replaced, but does not correct the problem, one of the following may be the reason: There is a problem with the PCM terminal connections, The diagnostic chart will say PCM connections or PCM. The terminals may have to be removed from the connector in order to check them properly. ^ EEPROM program is not correct for the application. Incorrect components may cause a malfunction and may or may not set a DTC. ^ The problem is intermittent. This means that the problem is not present at the time the system is being checked. In this case, refer to the Symptoms and make a careful physical inspection of all components and wiring associated with the affected system. See: Testing and Inspection ^ There is a shorted solenoid, relay coil, or harness. Solenoids and relays are turned on and off by the PCM using internal electronic switches called drivers. Each driver is part of a group of seven called Output Driver Modules. A shorted solenoid, relay coil, or harness will not damage the PCM but will cause the solenoid or relay to be inoperative. The J 34636 tester, or equivalent, provides a fast, accurate means of checking for a shorted coil or a short to battery voltage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure Engine Control Module: Service and Repair Password Learn Procedure In order for a theft deterrent vehicle to run, a password is communicated between the Body Function Control (BFC) and the PCM. If a PCM is replaced, the new PCM needs to learn the correct password of the vehicle. When the new PCM is installed, the EEPROM calibration is flashed into the new PCM and the vehicle will learn the new password upon the initial ignition ON cycle. If the Body Function Control (BFC) is replaced, the PCM needs to learn the new password from the Body Function Control (BFC). The password learn procedure is as follows: 1. Attempt to the start vehicle. The vehicle will stall. 2. Leave the ignition ON until the Theft System telltale turns off (approx.10 minutes). 3. Turn the ignition switch OFF. 4. Attempt to the start vehicle. The vehicle will start on the this attempt. The password is now learned. Attempting to start the vehicle by bypassing the Passlock II system or substituting parts without performing the password learn procedure may set a DTC P1630 and P1631. If no password is received a DTC P1610 and P1626 may be set. Refer to the applicable DTC table if set. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure > Page 4987 Engine Control Module: Service and Repair Powertrain Control Module (PCM) Replacement PCM Replacement/Programming (Replacement) Notice: In order to prevent internal damage to the PCM, the ignition must be OFF when disconnecting or reconnecting the PCM connector. Note: Service of the PCM should normally consist of either replacement of the PCM, EEPROM re-programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be checked first to see if it is the correct part. DTC P0601 indicates the EEPROM programming has malfunctioned. When DTC P0601 is obtained, re-program the EEPROM. The ignition should be OFF for at least 10 seconds before disconnecting power to the PCM so the IAC valve has time to move to the engine OFF position. Removal Procedure Important: To prevent internal PCM damage, the ignition must be off when disconnecting or reconnecting power to PCM (for example, battery cable, PCM pigtail, PCM fuse, jumper cables, etc.). The ignition should be OFF for at least 10 seconds before disconnecting power to the PCM so the IAC valve has time to move to the engine OFF position. 1. Disconnect the negative battery cable. 2. Remove the LH hush panel. 3. Loosen the PCM connector screws (1). Notice: In order to prevent possible electrostatic discharge damage to the PCM, do not touch the connector pins or soldered components on the circuit board. Do not remove the integrated circuit boards from the carrier. 4. Disconnect the PCM electrical connectors. 5. Remove the PCM Retainer. 6. Slide the PCM from the PCM bracket. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Service and Repair > Password Learn Procedure > Page 4988 Installation Procedure Remove the new PCM from its packaging and check the service number to make sure it is the same number or updated number as the faulty PCM. 1. Slide the PCM into the PCM bracket. 2. Install the PCM Retainer. Notice: In order to prevent possible electrostatic discharge damage to the PCM, do not touch the connector pins or soldered components on the circuit board. Do not remove the integrated circuit boards from the carrier. 3. Install the PCM electrical connectors. 4. Tighten the PCM connector screws (1). 5. Install the LH hush panel. 6. Connect the negative battery cable. Important: Replacement PCMs must be reprogrammed and the crankshaft position system variation procedure must be performed. Refer to the latest Techline information for PCM programming and Crankshaft Position System Variation Procedure. See: Crankshaft Position Sensor/Testing and Inspection 7. Reprogram the PCM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions Knock Sensor Module: Service Precautions CAUTION: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the connector pins or the soldered components on the circuit board. Electronic components used in the control systems are often designed in order to carry very low voltage. Electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage; therefore, it is important to use care when handling and testing electronic components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 4992 Knock Sensor Module: Description and Operation Knock Sensor Inside PCM Description The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensor and circuitry. If the PCM is replaced, the KS module needs to be transferred from the original PCM. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 4993 Knock Sensor Module: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Knock Sensor Module > Component Information > Service Precautions > Page 4994 Knock Sensor Module: Service and Repair Removal Procedure 1. Remove the PCM. Refer to PCM Replacement/Programming. 2. Remove the access cover from the PCM. 3. Carefully squeeze the latches on the KS Module and carefully remove the KS Module. Apply pressure in the direction as shown. Installation Procedure 1. Carefully insert the KS module into the socket. 2. Carefully press down on the KS Module until the latches catch. 3. Install the PCM access cover. 4. Install the PCM. Refer to PCM Replacement/Programming. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Locations Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5001 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5002 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5003 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5004 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5005 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5006 Mass Air Flow (MAF) Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5007 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5008 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5009 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5010 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5011 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5012 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5013 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5014 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5015 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5016 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5017 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5018 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5019 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5020 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5021 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5022 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5023 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5024 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5025 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5026 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5027 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5028 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5029 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5030 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5031 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5032 Mass Air Flow (MAF) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5033 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 5034 Mass Air Flow (MAF) Sensor: Description and Operation DESCRIPTION The Mass Air Flow (MAF) sensor measures the amount of air which passes through the throttle body. The PCM uses this information to determine the operating condition of the engine, to control fuel delivery. A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle. The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should read between 4 gm/s-7 gm/s on a fully warmed up engine. Values should change rather quickly on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF sensor or circuit should set DTC P0101, DTC P0102, or DTC P0103. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 5035 Mass Air Flow (MAF) Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the MAF sensor electrical connector. 2. Remove the air inlet duct from the MAF sensor. 3. Remove the MAF sensor from the air filter housing. INSTALL OR CONNECT 1. Carefully install the MAF sensor to the air inlet grommet. 2. Install the MAF sensor to the air inlet duct. 3. Reconnect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Specifications Camshaft Position Sensor: Specifications Camshaft Position Sensor Bolt ............................................................................................................ ........................................................... 10 Nm (8 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Specifications > Page 5039 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5042 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5043 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5044 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5045 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5046 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5047 Camshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5048 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5049 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5050 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5051 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5052 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5053 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5054 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5055 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5056 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5057 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5058 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5059 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5060 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5061 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5062 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5063 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5064 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5065 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5066 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5067 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5068 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5069 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5070 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5071 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5072 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5073 Camshaft Position (CMP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Page 5074 Camshaft Position Sensor: Description and Operation Camshaft Position Sensor DESCRIPTION The Camshaft Position Sensor (CMP) sends a cam signal to the PCM which uses it as a sync pulse to trigger the injectors in proper sequence. The CAM signal is passed through the ignition control module. It is filtered and buffered by the ignition control module, but the signal is not processed in any other way. The PCM uses the CAM signal to indicate the position of the #1 piston during its power stroke. This allows the PCM to calculate true Sequential Fuel Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is running, DTC P0341 will set. If the CAM signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. The engine can be restarted and will run in the calculated sequential mode as long as the fault is present with a 1 in 6 chance of injector sequence being correct. Refer to DTC P0341/ Diagnostic Trouble Code Tables for further information. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Page 5075 Camshaft Position Sensor: Service and Repair Camshaft Position Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt. 3. Refer to Steering and Suspension for removal of power steering pump assembly. 4. Remove the electrical connector. 5. Remove the bolt. 6. Remove the sensor. INSTALL OR CONNECT 1. Install the Camshaft Position Sensor. Tighten Retaining bolt to 10 Nm (8 lb. ft.). 2. Install the electrical Connector 3. Install the power steering pump. 4. Install the serpentine drive belt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications Coolant Temperature Sensor/Switch (For Computer): Electrical Specifications Engine Coolant Temperature (ECT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Electrical Specifications > Page 5080 Coolant Temperature Sensor/Switch (For Computer): Mechanical Specifications Engine Coolant Temperature (ECT) Sensor ............................................................................................................................................... 23 Nm (17 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 5081 Engine Coolant Temperature (ECT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 5082 Coolant Temperature Sensor/Switch (For Computer): Description and Operation DESCRIPTION The Engine Coolant Temperature (ECT) sensor is a thermistor (a resistor which changes value based on temperature) mounted in the engine coolant stream. Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high temperature causes low resistance (70 ohms at 130°C/266°F). OPERATION The PCM supplies a 5 volt signal to the engine coolant temperature sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the engine is cold, and low when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant temperature. Engine coolant temperature affects most systems the PCM controls. The scan tool displays engine coolant temperature in degrees. After engine start-up, the temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the engine has not been run for several hours (overnight) the engine coolant temperature and intake air temperature displays should be close to each other. A hard fault in the engine coolant sensor circuit should set DTC P0117 or DTC P0118; an intermittent fault should set a DTC P1114 or P1115. The DTC Diagnostic Aids also contains a chart to check for sensor resistance values relative to temperature. The ECT sensor also contains another circuit which is used to operate the engine coolant temperature gauge located in the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 5083 Coolant Temperature Sensor/Switch (For Computer): Service and Repair REMOVE OR DISCONNECT 1. Relieve coolant pressure. 2. Air intake duct. 3. Disconnect the negative battery cable. 4. Remove the electrical connector. 5. Using a deep well socket and extension, remove the sensor. INSTALL OR CONNECT 1. Coat engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent. 2. Install the sensor in the engine. Tighten Sensor to 23 Nm (17 lb. ft.). 3. Install the electrical connector. 4. Air intake duct. 5. Connect the negative battery cable. 6. Start the engine. 7. Check for leaks. 8. Check the coolant level, replenish as needed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor Crankshaft Position Sensor: Specifications 24X Crankshaft Position Sensor Camshaft Position Sensor Bolt ............................................................................................................ ......................................................... 10 Nm (8 lb. ft.) Crankshaft Balancer Bolt Torque [1] ...................................................................................................................................................... 150 Nm (110 lb. ft.) [1] Apply thread sealer GM # 1052080 or equivalent to threads. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor > Page 5088 Crankshaft Position Sensor: Specifications 7X Crankshaft Position Sensor Crankshaft Sensor Bolt Torque ........................................................................................................... .......................................................... 8 Nm (71 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) Lower Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) > Page 5091 Lower Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5094 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5095 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5096 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5097 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5098 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5099 Crankshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5100 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5101 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5102 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5103 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5104 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5105 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5106 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5107 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5108 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5109 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5110 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5111 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5112 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5113 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5114 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5115 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5116 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5117 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5118 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5119 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5120 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5121 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5122 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5123 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5124 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5125 Crankshaft Position Sensor: Connector Views 7x Crankshaft Position (CKP) Sensor 24x Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5126 Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 3X 3X Reference Low The PCM uses this signal, from the ignition control module to calculate engine speed and crankshaft position over 1280 RPM. The PCM also uses the pulses on this circuit to initiate injector pulses. If the PCM receives no pulses on this circuit, DTC P1374 will set and the PCM will use the 24X reference signal circuit for fuel and ignition control. This is a ground circuit for the digital RPM counter inside the PCM, but the wire is connected to engine ground only through the ignition control module. Although this circuit is electrically connected to the PCM, it is not connected to ground at the PCM. The PCM compares voltage pulses on the reference input circuits to pulses on this circuit, ignoring pulses that appear on both. Refer to Electronic Ignition System for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 5129 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 7X Description The 7x crankshaft position sensor is the other Hall-effect switch closer to the crankshaft. The interrupter ring is a special wheel cast on the crankshaft that has seven machined slots. six of which are equally spaced 60 degrees apart. The seventh slot is spaced 10 degrees from one of the other slots. as the interrupter ring rotates with the crankshaft, the slots change the magnetic field. this will cause the 7x the Hall-effect switch to ground the 3X signal voltage that is supplied by the ignition control module. The ignition control module interprets the 7x on-off signals as an indication of crankshaft position. The ignition control module must have the 7x signal to fire the correct ignition coil. Operation The crankshaft position sensor provides a signal used by the ignition control module. The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference pulses which the PCM uses to calculate RPM and crankshaft position Refer to Electronic Ignition System for additional information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 5130 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 24X 24X Crankshaft Position (CKP) Sensor DESCRIPTION The 24X crankshaft position sensor (1), secured in, an aluminum mounting bracket and bolted to the front left side of the engine timing chain cover, is partially behind the crankshaft. A 3-wire harness connector plugs into the sensor, connecting it to the Powertrain Control Module (PCM). The 24X Crankshaft Position (CKP) Sensor is used to improve idle spark control at engine speeds up to approximately 1250 RPM. OPERATION The 24X crankshaft position sensor contains one Hall-effect switch and magnet. The magnet and Hall-effect switch are separated by an air gap. A Hall-effect switch reacts like a solid state switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic field is shielded from the switch by a piece of steel placed in the air gap between the magnet and the switch, the signal voltage is not grounded. If the piece of steel (called an interrupter) is repeatedly moved in and out of the air gap, the signal voltage will appear to go ON-OFF-ON-OFF-ON-OFF. Compared to a conventional mechanical distributor, this ON-OFF signal is similar to the signal that a set of breaker points in the distributor would generate as the distributor shaft turned and the points opened and closed. In the case of the electronic ignition system, the piece of steel is the concentric interrupter ring mounted to the rear of the crankshaft balancer. The interrupter ring has blades and windows that, with crankshaft rotation, either block the magnetic field or allow it to close the Hall-effect switch. The Hall-effect switch produces a signal called the CKP 24X because the interrupter ring has 24 evenly spaced blades and windows. When a CKP 24X interrupter ring window is between the magnet and Hall-effect switch, the magnetic field will cause the CKP 24X Hall-effect switch to ground the CKP 24X signal voltage supplied from the PCM. The CKP 24X portion of the crankshaft position sensor produces 24 ON-OFF pulses per crankshaft revolution. The 24X signal allows the PCM to determine a more precise crankshaft position at lower RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > Page 5131 Crankshaft Position Sensor: Testing and Inspection The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (7X) 7X Crank Shaft Position (CKP) Sensor Removal Procedure 1. Disconnect the negative battery cable. 2. Turn the steering wheel all the way to the left. 3. Remove the CKP electrical connector. 4. Remove the CKP fastener. 5. Remove the CKP sensor from the Engine Block. 6. if the CKP sensor is going to be re-used inspect the sensor for the following: 6.1. Inspect the CKP sensor for wear, cracks, or leakage. Replace the O-ring if necessary. 6.2. Lubricate the new O-ring with clean engine oil before installing Installation Procedure 1. Install the CKP sensor to the block. 2. Install the bolt to hold the CKP sensor to the block face. Tighten ^ Tighten the bolt to 8 Nm (71 lb in). 3. Connect the electrical connector. 4. Lower the vehicle. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) > Page 5134 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (24X) 24X Crankshaft Position (CKP) Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the vehicle on hoist. 4. Remove the crankshaft harmonic balancer retaining bolt. 5. Remove the crankshaft harmonic balancer using special tool (J 24420-B) or equivalent. 6. Note the routing of sensor harness before removal. 7. Remove the harness retaining clip with bolt (1). 8. Remove the sensor electrical connector. 9. Remove the sensor bolts (2). 10. Remove the sensor. INSTALL OR CONNECT 1. Install the 24X Crankshaft Position Sensor with bolts (2) and route harness as noted during removal. 2. Install the harness retaining clip with bolt (1). Tighten Bolts to 10 Nm (8 lb. ft.). 3. Install the sensor electrical connector. 4. Install the balancer on the crankshaft using special tool (J 29113) or equivalent. 5. Apply thread sealer GM #1052080 or equivalent to threads of the crankshaft harmonic balancer bolt. Tighten Bolt to 150 Nm (110 lb. ft.). 6. Lower vehicle. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation EGR Valve Position Sensor: Description and Operation Linear EGR Valve DESCRIPTION The EGR pintle position sensor is an integral part of the EGR valve assembly. This sensor can not be serviced separately from the EGR valve. The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM and to detect a fault if the pintle position sensor and control circuits are open or shorted. If the PCM detects a pintle position signal voltage outside the normal range of the pintle position sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR system operation, the PCM will set DTC P1406. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure Fuel Level Sensor: Technical Service Bulletins Fuel Level Sensor - Replacement Procedure File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-07 Date: March, 1998 Subject: Fuel Level Sensor Replacement Procedure Models: 1997-98 Passenger Cars and Light Duty Trucks (Listed in Application Chart) INFORMATION This bulletin is being issued to clarify that, when fuel gauge diagnosis per the Service Manual indicates the cause to be the fuel level sensor, complete fuel sender assembly replacement is NOT required. Available fuel level sensor service packages are indicated in the application charts and should be installed following applicable Service Manual procedures and those provided in the service packages. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 5142 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 5143 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 5144 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 5145 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 5146 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 5147 Parts Information See the charts for listed for applicable part numbers. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the tables. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Level Sensor > Component Information > Technical Service Bulletins > Page 5148 Fuel Level Sensor: Description and Operation The fuel sensor is attached to the modular fuel sender assembly. As the position of the float varies with the fuel level, the rheostat produces a variable resistance between the fuel gage and ground. The fuel gage converts this variable resistance into the fuel level reading display on the instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams Fuel Tank Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams > Page 5152 Fuel Tank Pressure Sensor: Description and Operation Fuel Filter Description The Fuel Tank Pressure Sensor is mounted on top of the modular fuel sender. The sensor measures the difference between the fuel vapor pressure (or vacuum) in the fuel tank and the outside air pressure. A three wire electrical harness connects it to the Powertrain Control Module (PCM). Operation The PCM supplies a 5 volt reference signal and ground to the sensor. The sensor will return a voltage between 0.1 volts and 4.9 volts back to the PCM depending on the fuel vapor pressure in the fuel tank. When the fuel pressure in the fuel tank is equal to the outside air pressure, such as when the fuel cap is removed, the output voltage will be 1.3 volts to 1.7 volts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams > Page 5153 Fuel Tank Pressure Sensor: Service and Repair Removal Procedure 1. Relieve the system fuel pressure. Refer to Fuel Pressure Release Procedure. 2. Drain fuel tank. Refer to Draining Fuel Tank. 3. Remove the fuel tank. Refer to Fuel Tank. 4. Remove the electrical connector from the fuel tank vapor pressure sensor. 5. Remove the fuel tank vapor pressure sensor from modular fuel sender Installation Procedure 1. Install the new fuel tank vapor pressure sensor to modular fuel sender. 2. Install the electrical connector to fuel tank vapor pressure sensor 3. Install the fuel tank. Refer to Fuel Tank. 4. Refill tank. 5. Install the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications Intake Air Temperature Sensor: Electrical Specifications Intake Air Temperature (IAT) Sensor 100°C (212°F) ..................................................................................................................................... ......................................................... 177 Ohms 90°C (194°F) ............................................................ ................................................................................................................................... 241 Ohms 80°C (176°F) ................................................................................................................................................ ............................................... 332 Ohms 70°C (158°F) ...................................................................... ......................................................................................................................... 467 Ohms 60°C (140°F) ................................................................................................................................................ ............................................... 667 Ohms 50°C (122°F) ...................................................................... ......................................................................................................................... 973 Ohms 40°C (104°F) ................................................................................................................................................ ............................................ 1,459 Ohms 30°C (86°F) ........................................................................ ...................................................................................................................... 2,238 Ohms 20°C (68°F) .................................................................................................................................................. ............................................ 3,520 Ohms 10°C (50°F) ........................................................................ ...................................................................................................................... 5,670 Ohms 0°C (32°F) .............................................................................................................................................................. ................................. 9,420 Ohms -10°C (14°F) .................................................................................. .......................................................................................................... 16,180 Ohms -20°C (-4°F) ....... .............................................................................................................................................................. ........................ 28,680 Ohms -30°C (-22°F) ....................................................................................... .................................................................................................... 52,700 Ohms -40°C (-40°F) ........... .............................................................................................................................................................. ................ 100,700 Ohms Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications > Page 5158 Intake Air Temperature Sensor: Mechanical Specifications Torque Valve Torque Valve Induction Air Sensor 44 in.lb Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions Intake Air Temperature Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5161 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5162 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5163 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5164 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5165 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5166 Intake Air Temperature Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5167 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5168 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5169 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5170 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5171 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5172 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5173 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5174 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5175 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5176 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5177 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5178 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5179 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5180 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5181 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5182 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5183 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5184 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5185 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5186 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5187 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5188 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5189 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5190 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5191 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5192 Intake Air Temperature (IAT) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5193 Intake Air Temperature Sensor: Electrical Diagrams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5194 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 5195 Intake Air Temperature Sensor: Description and Operation Operation The Intake Air Temperature (IAT) sensor is a thermistor which changes value based on the temperature of air entering the engine. Low temperature produces a high resistance (100,000 ohms at -40°C (-40°F), while high temperature causes low resistance (70 ohms at 130°C (266°F). The PCM supplies a 5 volt signal to the sensor through a resistor in the PCM and measures the voltage. The voltage will be high when the incoming air is cold, and low when the air is hot. By measuring the voltage, the PCM calculates the incoming air temperature. The IAT sensor signal is used to adjust spark timing according to incoming air density. The scan tool displays temperature of the air entering the engine, which should read close to ambient air temperature when the engine is cold, and rise as the underhood temperature increases. If the engine has not been run for several hours (overnight) the IAT sensor temperature and engine coolant temperature should read close to each other. A failure in the IAT sensor circuit should set DTC P0112 or DTC P0113. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 5196 Intake Air Temperature Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the electrical connector. 2. Carefully grasp the sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct. INSTALL OR CONNECT 1. Install the IAT Sensor into the hole. 2. Connect the electrical connector to the IAT Sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5202 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5203 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5204 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5205 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5206 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5207 Knock Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5208 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5209 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5210 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5211 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5212 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5213 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5214 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5215 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5216 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5217 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5218 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5219 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5220 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5221 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5222 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5223 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5224 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5225 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5226 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5227 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5228 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5229 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5230 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5231 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5232 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5233 Knock Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5234 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 5235 Knock Sensor: Description and Operation Description Varying octane levels in today's gasoline may cause detonation in some engines. Detonation is caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled explosion could produce a flame front opposite that of the normal flame front produced by the spark plug. The rattling sound normally associated with detonation is the result of two or more opposing pressures (flame fronts) colliding within the combustion chamber. Though light detonation is sometimes considered normal, heavy detonation could result in engine damage. To control spark knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing to reduce spark knock in the engine. This allows the engine to use maximum spark advance to improve driveability and fuel economy. ^ KS module. ^ Knock sensor. Operation The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is mounted in the engine block near the cylinders. The sensors produce an AC output voltage which increases with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the Ignition Control (IC) timing to reduce spark knock. The knock sensor is used to detect engine detonation, allowing the PCM to retard Ignition Control (IC) spark timing based on the KS signal being received. The knock sensor produces an AC signal which rides on a 5 volts DC signal supplied by the PCM. The signal amplitude and frequency is dependent upon the amount of knock being experienced. The PCM determines whether knock is occurring by comparing the signal level on the KS circuit with the voltage level on the noise channel. The noise channel allows the PCM to reject any false knock signal by indicating the amount of normal engine mechanical noise present. Normal engine noise varies depending on engine speed and load. If the voltage level on the KS noise channel circuit is below the range considered normal, DTC P0327 will set, indicating a fault in the KS circuit or one of the knock sensors. If the PCM determines that an abnormal minimum or maximum noise level is being experienced, a DTC P0326 will set. The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 5236 Knock Sensor: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Diagrams > Page 5237 Knock Sensor: Service and Repair REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Remove the knock sensor wiring harness connector from knock sensor. 4. Remove the knock sensor from engine block. INSTALL OR CONNECT NOTE: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and applying additional sealant will affect the sensors ability to detect detonation. 1. Install the knock sensor into engine block. 2. Install the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. 4. Disconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions Manifold Pressure/Vacuum Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5242 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5243 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5244 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5245 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5246 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5247 Manifold Pressure/Vacuum Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5248 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5249 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5250 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5251 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5252 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5253 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5254 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5255 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5256 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5257 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5258 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5259 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5260 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5261 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5262 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5263 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5264 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5265 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5266 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5267 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5268 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5269 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5270 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5271 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5272 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5273 Manifold Absolute Pressure (MAP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5274 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 5275 Manifold Pressure/Vacuum Sensor: Description and Operation MAP Sensor Service Description The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure (vacuum). The MAP sensor signal voltage to the PCM varies from below 2 volts at idle (high vacuum) to above 4 volts with the key ON, engine not running or at wide-open throttle (low vacuum). Operation The MAP sensor is used to determine manifold pressure changes while the linear EGR flow test diagnostic is being run (refer to DTC P0401 in DTC Tables), to determine engine vacuum level for other diagnostics and to determine barometric pressure (BARO). See: Testing and Inspection If the PCM detects a voltage that is lower than the possible range of the MAP sensor, DTC P0107 will be set. A signal voltage higher than the possible range of the sensor will set DTC P0108. An intermittent low or high voltage will set DTC P1107 or P1106 respectively. The PCM can also detect a shifted MAP sensor. The PCM compares the MAP sensor signal to a calculated MAP based on throttle position and various engine load factors. If the PCM detects a MAP signal that varies excessively above or below the calculated value, DTC P0106 will set. The PCM updates the MAP sensor reading at each 3X reference pulse. If the 3X reference pulse is lost the PCM will only update the MAP sensor once per ignition cycle and will retain that value until the next ignition cycle. Depending on the retained MAP sensor value, the PCM will set the appropriate high voltage DTC or low voltage DTC. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 5276 Manifold Pressure/Vacuum Sensor: Service and Repair MAP Sensor Service Removal Procedure 1. Disconnect the negative battery cable. 2. The Fuel Injector harness is attached to the MAP Sensor bracket. Disconnect the Fuel Injector Harness from the MAP Sensor. 3. Remove the bolt/screws (2). 4. Remove the electrical connector. 5. Remove the inlet vacuum hose. 6. Remove the MAP sensor from the bracket. Installation Procedure 1. Installation the inlet vacuum hose. 2. Connect the electrical connector. 3. Position the MAP sensor to bracket and drive bolt/screws (2) securely seated and not stripped. 4. Connect the Fuel Injector harness to the MAP Sensor bracket. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications Oil Level Sensor For ECM: Specifications Engine Oil Level Switch ....................................................................................................................... ............................................. 17-27 Nm (13-20 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications > Page 5280 Oil Level Sensor For ECM: Description and Operation Engine Oil Level Sensor The PCM monitors the Engine Oil Level Sensor signal at start-up to determine if engine oil level is OK. If the PCM determines that a low oil level condition exists, the PCM will illuminate the Low Oil Level indicator lamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Specifications > Page 5281 Oil Level Sensor For ECM: Service and Repair Engine Oil Level Sensor REMOVAL PROCEDURE 1. Raise the vehicle. 2. Drain the engine oil. 3. Disconnect the electrical connector from Engine Oil Level Switch 4. Remove the Engine Oil Level Switch from the oil pan. INSTALLATION PROCEDURE 1. Install the Engine Oil Level Switch. Tighten Switch to 17-27 Nm (13-20 lb. ft.). 2. Lower the vehicle. 3. Add the engine oil to the correct level. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oil Pressure Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oil Pressure Sensor > Component Information > Locations > Page 5285 Engine Oil Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems Oxygen Sensor: Technical Service Bulletins Oxygen Sensor - Locations in Various Exhaust Systems File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-40 Date: March, 1997 INFORMATION Subject: Pictorial of Oxygen Sensor Designations in Various Exhaust Systems Configurations Models: 1996-97 Passenger Cars, Geos and Trucks Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 5290 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 5291 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensor - Locations in Various Exhaust Systems > Page 5292 Pictorials of the designation of oxygen sensors in General Motors vehicles. There has been some confusion relative to OBD II oxygen sensor designation. The intent of this bulletin is to eliminate misdiagnosis of those oxygen sensors due to misidentification. When using Section 6E of the Service Manual, this chart can help locate the appropriate bank and sensor for the diagnostic. For "V" engines; BANK 1 is always on the side of the engine with the number 1 cylinder (odd cylinders), and BANK 2 is always on the side of the engine where the number 2 cylinder (even cylinders) is located. Just a reminder, the OBD II P-codes, technician observations and customer comments are all to be recorded on the repair order in accordance with article 1.6.2G of the GM Service Policies and Procedures Manual. Use the approved labor operation for the sensors replaced. J 6372 is used for engine out sensors. Labor Operation J 6380 is for the pre-sensor (the sensor just in front of the catalytic converter) and the post sensor (the sensor behind the catalytic converter). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 5293 Oxygen Sensor: Specifications Heated Oxygen Sensor ....................................................................................................................... ............................................... 42 +/- 4 Nm (31 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update Oxygen Sensor: Locations Technical Service Bulletin Update File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-65-40 Date: March, 1997 INFORMATION Subject: Pictorial of Oxygen Sensor Designations in Various Exhaust Systems Configurations Models: 1996-97 Passenger Cars, Geos and Trucks Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 5296 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 5297 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 5298 Pictorials of the designation of oxygen sensors in General Motors vehicles. There has been some confusion relative to OBD II oxygen sensor designation. The intent of this bulletin is to eliminate misdiagnosis of those oxygen sensors due to mis-identification. When using Section 6E of the Service Manual, this chart can help locate the appropriate bank and sensor for the diagnostic. For "V" engines; BANK 1 is always on the side of the engine with the number 1 cylinder (odd cylinders), and BANK 2 is always on the side of the engine where the number 2 cylinder (even cylinders) is located. Just a reminder, the OBD II P-codes, technician observations and customer comments are all to be recorded on the repair order in accordance with article 1.6.2G of the GM Service Policies and Procedures Manual. Use the approved labor operation for the sensors replaced. J 6372 is used for engine out sensors. Labor Operation J 6380 is for the pre-sensor (the sensor just in front of the catalytic converter) and the post sensor (the sensor behind the catalytic converter). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 5299 Center Of Passenger Compartment, Under Vehicle Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Technical Service Bulletin Update > Page 5300 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5303 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5304 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5305 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5306 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5307 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5308 Oxygen Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5309 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5310 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5311 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5312 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5313 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5314 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5315 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5316 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5317 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5318 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5319 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5320 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5321 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5322 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5323 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5324 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5325 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5326 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5327 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5328 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5329 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5330 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5331 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5332 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5333 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5334 Oxygen Sensor: Connector Views Post Converter Heated Oxygen Sensor (HO2S 2) Pre Converter Heated Oxygen Sensor (HO2S 1) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5335 Oxygen Sensor: Electrical Diagrams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Fuel Control Oxygen Sensors Oxygen Sensor: Description and Operation Fuel Control Oxygen Sensors Description The Precatalyst Heated Oxygen Sensor (HO2S 1) is mounted in the exhaust manifold where it can monitor the oxygen content of the exhaust gas stream. The oxygen present in the exhaust gas reacts with the sensor to produce a voltage output. This voltage should constantly fluctuate from approximately 100mV (high oxygen content - lean mixture) to 900mV (low oxygen content - rich mixture). The heated oxygen sensor voltage can be monitored with a scan tool. By monitoring the voltage output of the oxygen sensor, the PCM calculates what fuel mixture command to give to the injectors (lean mixture-low HO2S voltage = rich command, rich mixture-high HO2S voltage = lean command). Operation The HO2S 1 circuit, if open, should set a DTC P0134 and the scan tool will display a constant voltage between 400 - 500mV. A constant voltage below 300mV in the sensor circuit (circuit grounded) should set DTC P0131, while a constant voltage above 800mV in the circuit should set DTC P0132. A fault in the HO2S 1 heater circuit should cause DTC P0135 to set. The PCM can also detect HO2S response problems. If the response time of an HO2S is determined to be too slow, the PCM will store a DTC that indicates degraded HO2S performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Fuel Control Oxygen Sensors > Page 5338 Oxygen Sensor: Description and Operation Heated Oxygen Sensor 2 (HO2S 2) Catalyst Monitor Function The catalyst monitor sensors operate the same as the fuel control sensors. Although the HO2S 2 sensors' main function is catalyst monitoring, it also plays a limited role in fuel control. If the sensor output indicates a voltage either above or below the 450 millivolt bias voltage for an extended period of time, the PCM will make a slight adjustment to fuel trim to ensure that fuel delivery is correct for catalyst monitoring. A problem with the HO2S 2 signal circuit should set DTC P0137, P0138 or P0140, depending on the specific condition. A fault in the heated oxygen sensor heater element or its ignition feed or ground will result in slower oxygen sensor response. This may cause erroneous Catalyst monitor diagnostic results. A fault in the HO2S 2 heater circuit should cause DTC P0141 to set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Page 5339 Oxygen Sensor: Service and Repair Removal Procedure Caution: The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. If HO2S 2 is being replaced, raise the vehicle. 2. Disconnect the electrical connector. Important: A special anti-seize compound is used on the heated oxygen sensor threads The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 3. Carefully back out the heated oxygen sensor. Installation Procedure 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti-seize compound PIN 5613695, or equivalent if necessary. 2. Install the Heated Oxygen Sensor. Tighten ^ Tighten the HO2S 1 (Pre-catalytic converter) to 42 +/- 4 N.m (31 lb ft). ^ Tighten the HO2S 2 (Post-catalytic converter) to 42 +/- 4 N.m (31 lb ft). 3. Connect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications Throttle Position Sensor: Specifications Throttle position sensor screws [1] ............................................................................................................................................................ 2.0 Nm (18 lb in.) 1. Install the two TP sensor attaching screws, using a thread-locking compound on the screws. Loctite® 262, GM Part No. 1052624, or equivalent should be used. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Page 5343 Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5346 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5347 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5348 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5349 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5350 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5351 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5352 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5353 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5354 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5355 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5356 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5357 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5358 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5359 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5360 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5361 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5362 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5363 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5364 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5365 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5366 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5367 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5368 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5369 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5370 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5371 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5372 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5373 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5374 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5375 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5376 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5377 Throttle Position (TP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 5378 Throttle Position Sensor: Description and Operation Throttle Position (TP) Sensor DESCRIPTION The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a closed throttle position, the output of the TP sensor is low. As the throttle valve opens the TP sensor voltage increases so that at Wide Open Throttle (WOT), the TP sensor voltage should be above 4 volts. The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the PCM thinks the throttle is moving. A hard failure in the TP sensor 5 volts reference or signal circuits should set either a DTC P0122 or DTC P0123, and P1350. A hard failure with the TP sensor ground circuit may set DTCs P0123 and P0117. Once a DTC is set, the PCM will use an artificial default value based on engine RPM and mass air flow for throttle position and some vehicle performance will return. A high idle may result when either DTC P0122 or DTC P0123 is set. The PCM can detect intermittent TP sensor faults. DTC P1121 or DTC P1122 will set if an intermittent high or low circuit failure is being detected. The PCM can also detect a shifted TP sensor. The PCM monitors throttle position and compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If the PCM detects an out of range condition, DTC P0121 will be set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 5379 Throttle Position Sensor: Service and Repair Removal Procedure 1. Remove the TP sensor electrical connector. 2. Remove the 2 TP sensor attaching screws. 3. Remove the TP sensor. Installation Procedure 1. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle body assembly. 2. Install the 2 TP sensor attaching screws, using a thread-locking compound on the screws. Loctite 262, GM Part No. 1052624, or equivalent should be used. Tighten ^ Tighten the TP sensor attaching screws to 2.0 Nm (18 lb in). 3. Install the TP sensor electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 5388 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 5389 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON > Page 5395 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON > Page 5396 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Page 5397 Valid Input Combinations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 Transaxle Range Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 > Page 5400 Transaxle Range Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 5401 Transmission Position Switch/Sensor: Description and Operation Valid Input Combinations DESCRIPTION The Transaxle Range Switch is part of the Transaxle Park/Neutral Position (PNP) switch mounted on the transaxle manual shaft. The 4 inputs from the transaxle range switch indicate to the PCM which position is selected by the Transaxle selector lever. This information is used for transmission shift control, ignition timing, EVAP canister purge, EGR and Idle Air Control (IAC) valve operation. The combination of the four transaxle range input states determine the PCM commanded shift pattern. The input voltage level at the PCM is high (B+) when the transaxle range switch is open and low when the switch is closed to ground. The state of each input is represented on the scan tool as X=high voltage level, O=low voltage level. The four parameters represent transaxle range switch Parity, A, B, and C inputs respectively. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 5402 Transmission Position Switch/Sensor: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 5403 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 5404 Transmission Position Switch/Sensor: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Shift linkage. 3. Electrical connector. 4. Mounting bolts. 5. Switch assembly. REPLACEMENT - USING OLD SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft with switch. 3. Mounting bolts, loosely. 4. Insert J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Remove Or Disconnect 1. J 41545. IMPORTANT: After switch adjustment, verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch. REPLACEMENT - USING NEW SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft to flats in switch and install switch assembly. 3. Mounting bolts. 4. Insert tool J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Important: After switch installation verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch using Replacement - Using Old Switch procedure. Adjust 1. Place transaxle control shifter assembly in the NEUTRAL notch in detent plate. 2. Loosen switch attaching bolts. 3. Rotate switch on shifter assembly to align J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 5405 Tighten - Bolts to 24 Nm (18 ft. lbs.). 4. Remove J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits Vehicle Speed Sensor: Technical Service Bulletins Instruments - New Diagnostic Tables For VSS Circuits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-32 Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8A - Electrical Diagnosis - New Diagnostic Tables for Vehicle Speed Sensor Signal Circuit Models: 1996-97 Buick Skylark 1996 Chevrolet Beretta, Corsica 1996-97 Chevrolet Cavalier 1997 Chevrolet Malibu 1996-97 Oldsmobile Achieva 1997 Oldsmobile Cutlass 1996-97 Pontiac Grand Am, Sunfire This bulletin is being issued to add new diagnostic tables to Section 8A of the Service Manual. The tables included describe the diagnostic procedures for the diagnosis of the Vehicle Speed Sensor signal circuit from the Powertrain Control Module (PCM) to auxiliary devices. Please insert the included diagnostic tables into the Electrical Diagnosis Instrument Cluster section (Cell 80 J/L/N cars; Cell 81 L/N cars) of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5410 8A - 1 - 1 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5411 8A - 1 - 2 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5412 8A - 1 - 3 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5413 8A - 1 - 4 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5414 8A - 1 - 5 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5415 8A - 1 - 6 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5416 8A - 1 - 7 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5417 8A - 1 - 8 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5418 8A - 1 - 9 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5419 8A - 1 - 10 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5420 8A - 1 - 11 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5421 8A - 1 - 12 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5422 8A - 1 - 13 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5423 8A - 1 - 14 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5424 8A - 1 - 15 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5425 8A - 1 - 16 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5426 8A - 1 - 17 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5427 8A - 1 - 18 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5428 8A - 1 - 19 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5429 8A - 1 - 20 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5430 8A - 1 - 21 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5431 8A - 1 - 22 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5432 8A - 1 - 23 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5433 8A - 1 - 24 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5434 8A - 1 - 25 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5435 8A - 1 - 26 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5436 8A - 1 - 27 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5437 8A - 1 - 28 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Page 5438 Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions Vehicle Speed Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5441 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5442 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5443 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5444 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5445 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5446 Vehicle Speed Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5447 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5448 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5449 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5450 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5451 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5452 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5453 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5454 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5455 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5456 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5457 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5458 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5459 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5460 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5461 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5462 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5463 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5464 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5465 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5466 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5467 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5468 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5469 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5470 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5471 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5472 Vehicle Speed Sensor (VSS) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5473 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Page 5474 Vehicle Speed Sensor: Description and Operation The Vehicle Speed Sensor (VSS) sends a pulsing voltage signal to the PCM which the PCM convents to miles per hour. This sensor mainly controls the operation of the TCC, shift solenoids, and cruise control systems. There are several different types of vehicle speed sensors. Refer to Automatic Transmission/Transaxle for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Page 5475 Vehicle Speed Sensor: Service and Repair REMOVE OR DISCONNECT 1. Raise and support vehicle. 2. Electrical connector. 3. Bolt holding speed sensor. 4. Vehicle speed sensor from case extension. 5. O-ring from vehicle speed sensor. INSTALL OR CONNECT 1. O-ring onto vehicle speed sensor. 2. Vehicle speed sensor into case extension. 3. Bolt. Tighten Bolt to 11 Nm (97 inch lbs.). 4. Electrical connector. 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications Throttle Position Sensor: Specifications Throttle position sensor screws [1] ............................................................................................................................................................ 2.0 Nm (18 lb in.) 1. Install the two TP sensor attaching screws, using a thread-locking compound on the screws. Loctite® 262, GM Part No. 1052624, or equivalent should be used. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Page 5479 Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5482 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5483 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5484 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5485 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5486 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5487 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5488 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5489 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5490 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5491 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5492 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5493 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5494 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5495 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5496 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5497 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5498 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5499 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5500 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5501 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5502 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5503 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5504 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5505 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5506 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5507 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5508 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5509 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5510 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5511 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5512 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5513 Throttle Position (TP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 5514 Throttle Position Sensor: Description and Operation Throttle Position (TP) Sensor DESCRIPTION The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a closed throttle position, the output of the TP sensor is low. As the throttle valve opens the TP sensor voltage increases so that at Wide Open Throttle (WOT), the TP sensor voltage should be above 4 volts. The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the PCM thinks the throttle is moving. A hard failure in the TP sensor 5 volts reference or signal circuits should set either a DTC P0122 or DTC P0123, and P1350. A hard failure with the TP sensor ground circuit may set DTCs P0123 and P0117. Once a DTC is set, the PCM will use an artificial default value based on engine RPM and mass air flow for throttle position and some vehicle performance will return. A high idle may result when either DTC P0122 or DTC P0123 is set. The PCM can detect intermittent TP sensor faults. DTC P1121 or DTC P1122 will set if an intermittent high or low circuit failure is being detected. The PCM can also detect a shifted TP sensor. The PCM monitors throttle position and compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If the PCM detects an out of range condition, DTC P0121 will be set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 5515 Throttle Position Sensor: Service and Repair Removal Procedure 1. Remove the TP sensor electrical connector. 2. Remove the 2 TP sensor attaching screws. 3. Remove the TP sensor. Installation Procedure 1. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle body assembly. 2. Install the 2 TP sensor attaching screws, using a thread-locking compound on the screws. Loctite 262, GM Part No. 1052624, or equivalent should be used. Tighten ^ Tighten the TP sensor attaching screws to 2.0 Nm (18 lb in). 3. Install the TP sensor electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 5524 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 5525 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 5531 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 5532 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Transmission Position Switch/Sensor: > 73-81-52 > Nov > 97 > Lights - Park Lamps Stay ON With Headlamp Switch OFF Combination Switch: All Technical Service Bulletins Lights - Park Lamps Stay ON With Headlamp Switch OFF File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-52 Date: November, 1997 Subject: Park Lamps Stay On with Headlamp Switch in "OFF" Position (Replace Multifunction Switch) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on one of the following: 1. The radio or cluster illumination dims with actuation of the turn signal lever. 2. The park lamps will not turn off. 3. The park lamps come on by themselves. 4. The battery goes dead. Cause The park lamp contact may not cross the switch gap, resulting in park lamps remaining on. Correction To verity this condition, the concern can usually be duplicated by turning the headlamp switch off very slowly with light pressure. Then, actuate the turn signal for a right turn and the park lamps may come on. If the concern can not be duplicated in this manner, a visual check can be done to see if the contact crosses the gap or stops on or near the gap. Looking at the back of the switch body, follow the park lamp circuit terminals 31 and 32 down to the switch grid. The park lamp contact can be seen through the gap between these two sections of the switch grid. If the contact dimple does not cross the gap but rests in the gap when the switch is turned to the "OFF" position, the described condition exists. If the condition exists, replace the multifunction switch, P/N 22602262. Refer to "Multifunction Switch" in the Service Manual. Parts Information The supplier implemented an improved sorting process in April, 1997 while tool modifications were being made. The date code is located on the top surface of the switch body lust above the headlamp connector. The supplier Z code (Z0191) is stamped on the part just above the date code. The date code begins with a "6" or "7" for the year followed by the Julian date which is followed by two additional digits indicating tester information. Date codes prior to 7093XX are suspect. P/N Description 22602262 Multifunction Switch Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time N2355 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Page 5543 Valid Input Combinations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 Transaxle Range Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 > Page 5546 Transaxle Range Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 5547 Transmission Position Switch/Sensor: Description and Operation Valid Input Combinations DESCRIPTION The Transaxle Range Switch is part of the Transaxle Park/Neutral Position (PNP) switch mounted on the transaxle manual shaft. The 4 inputs from the transaxle range switch indicate to the PCM which position is selected by the Transaxle selector lever. This information is used for transmission shift control, ignition timing, EVAP canister purge, EGR and Idle Air Control (IAC) valve operation. The combination of the four transaxle range input states determine the PCM commanded shift pattern. The input voltage level at the PCM is high (B+) when the transaxle range switch is open and low when the switch is closed to ground. The state of each input is represented on the scan tool as X=high voltage level, O=low voltage level. The four parameters represent transaxle range switch Parity, A, B, and C inputs respectively. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 5548 Transmission Position Switch/Sensor: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 5549 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 5550 Transmission Position Switch/Sensor: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Shift linkage. 3. Electrical connector. 4. Mounting bolts. 5. Switch assembly. REPLACEMENT - USING OLD SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft with switch. 3. Mounting bolts, loosely. 4. Insert J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Remove Or Disconnect 1. J 41545. IMPORTANT: After switch adjustment, verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch. REPLACEMENT - USING NEW SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft to flats in switch and install switch assembly. 3. Mounting bolts. 4. Insert tool J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Important: After switch installation verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch using Replacement - Using Old Switch procedure. Adjust 1. Place transaxle control shifter assembly in the NEUTRAL notch in detent plate. 2. Loosen switch attaching bolts. 3. Rotate switch on shifter assembly to align J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 5551 Tighten Bolts to 24 Nm (18 ft. lbs.). 4. Remove J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits Vehicle Speed Sensor: Technical Service Bulletins Instruments - New Diagnostic Tables For VSS Circuits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-32 Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8A - Electrical Diagnosis - New Diagnostic Tables for Vehicle Speed Sensor Signal Circuit Models: 1996-97 Buick Skylark 1996 Chevrolet Beretta, Corsica 1996-97 Chevrolet Cavalier 1997 Chevrolet Malibu 1996-97 Oldsmobile Achieva 1997 Oldsmobile Cutlass 1996-97 Pontiac Grand Am, Sunfire This bulletin is being issued to add new diagnostic tables to Section 8A of the Service Manual. The tables included describe the diagnostic procedures for the diagnosis of the Vehicle Speed Sensor signal circuit from the Powertrain Control Module (PCM) to auxiliary devices. Please insert the included diagnostic tables into the Electrical Diagnosis Instrument Cluster section (Cell 80 J/L/N cars; Cell 81 L/N cars) of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5556 8A - 1 - 1 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5557 8A - 1 - 2 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5558 8A - 1 - 3 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5559 8A - 1 - 4 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5560 8A - 1 - 5 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5561 8A - 1 - 6 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5562 8A - 1 - 7 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5563 8A - 1 - 8 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5564 8A - 1 - 9 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5565 8A - 1 - 10 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5566 8A - 1 - 11 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5567 8A - 1 - 12 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5568 8A - 1 - 13 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5569 8A - 1 - 14 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5570 8A - 1 - 15 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5571 8A - 1 - 16 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5572 8A - 1 - 17 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5573 8A - 1 - 18 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5574 8A - 1 - 19 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5575 8A - 1 - 20 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5576 8A - 1 - 21 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5577 8A - 1 - 22 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5578 8A - 1 - 23 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5579 8A - 1 - 24 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5580 8A - 1 - 25 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5581 8A - 1 - 26 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5582 8A - 1 - 27 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 5583 8A - 1 - 28 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Technical Service Bulletins > Page 5584 Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions Vehicle Speed Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5587 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5588 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5589 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5590 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5591 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5592 Vehicle Speed Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5593 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5594 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5595 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5596 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5597 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5598 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5599 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5600 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5601 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5602 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5603 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5604 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5605 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5606 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5607 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5608 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5609 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5610 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5611 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5612 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5613 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5614 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5615 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5616 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5617 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5618 Vehicle Speed Sensor (VSS) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 5619 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Page 5620 Vehicle Speed Sensor: Description and Operation The Vehicle Speed Sensor (VSS) sends a pulsing voltage signal to the PCM which the PCM convents to miles per hour. This sensor mainly controls the operation of the TCC, shift solenoids, and cruise control systems. There are several different types of vehicle speed sensors. Refer to Automatic Transmission/Transaxle for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Page 5621 Vehicle Speed Sensor: Service and Repair REMOVE OR DISCONNECT 1. Raise and support vehicle. 2. Electrical connector. 3. Bolt holding speed sensor. 4. Vehicle speed sensor from case extension. 5. O-ring from vehicle speed sensor. INSTALL OR CONNECT 1. O-ring onto vehicle speed sensor. 2. Vehicle speed sensor into case extension. 3. Bolt. Tighten Bolt to 11 Nm (97 inch lbs.). 4. Electrical connector. 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Voltage Signal > Component Information > Description and Operation > Cruise Control Status Signal Voltage Signal: Description and Operation Cruise Control Status Signal Purpose The cruise control system is a speed control system that maintains a desired vehicle speed under normal driving conditions. The cruise control system has the ability to cruise, coast, resume speed, accelerate, arid tap-up and tap-down vehicle speed. The main parts of the cruise control system are the cruise control switches, the cruise control module assembly, the vehicle speed sensor, the cruise control release, the stop lamp switch assemblies, and the Powertrain Control Module (PCM). Operation The operation of the cruise control module is controlled by the cruise control switches which are located on the cruise control actuator lever assembly. All of the cruise control functions are completed through this assembly. The cruise control release and the stop lamp switch assemblies are provided to disengage the cruise control system. When the brake pedal is depressed, the cruise control system is electrically disabled. The cruise control module will remember what the cruise speed was set to prior to disengaging. After reaching the enabling criteria for cruise operation, depressing the resume switch will allow the vehicle to return to the previously set vehicle speed. The switch assemblies are mounted on the brake pedal bracket assembly. The scan tool displays if cruise control is being used. When cruise control is activated, the cruise control module sends a ground signal to the PCM indicating that cruise module is in control of throttle controls. The PCM uses this input to vary transmission controls as needed. Cruise Control Module Assembly The cruise control module assembly is mounted on the engine compartment fire wall. The cruise control system uses the cruise centre module assembly in order to obtain the desired vehicle speed. Two important components in the module assembly help achieve the desired vehicle speed; an electronic control module and an electric stepper motor. The control module uses a vehicle speed input from the PCM In order to determine how to adjust the electric stepper motor. The motor moves a band and the throttle linkage in response to the control module in order to maintain the desired cruise speed The cruise control module and the PCM have a low speed limit which will prevent the cruise control system from engaging below a speed of 25 mph (40 km/h). The PCM will not allow the cruise system to operate under certain conditions. When the cruise control system is enabled, the cruise control module sends a signal to tell the PCM that it is controlling the vehicle speed. The cruise control module is not serviceable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Voltage Signal > Component Information > Description and Operation > Cruise Control Status Signal > Page 5626 Voltage Signal: Description and Operation Cooling Fan Control Signal DESCRIPTION The electric cooling fans are used to lower the temperature of the engine coolant flowing through the radiator. They are also used to cool the refrigerant (R134a) flowing through the A/C condenser. OPERATION The Powertrain Control Module (PCM) controls the operation of the cooling fans. This is accomplished by providing a ground path for the cooling fan relay coils within the PCM. The relay contacts will close and complete the circuit between the fusible link at the battery junction block and the fan motors. Whenever there is a fan ON request both fans will be running. Power is supplied to the cooling fan motors through a fusible link and three 60 AMP maxifuses. The 60 AMP maxifuses are located in the underhood electrical center. The PCM Output Driver Module B output 1 is used to control Fan 1 operation. The PCM Output Driver Module B output 2 is used to control Fan 2 operation. The Driver Module outputs are monitored by the PCM. If Diagnostic Trouble Codes P1651 or P1652 are present follow the appropriate diagnostic tables prior to performing Electric Cooling Fans Diagnosis / System Diagnostic Tables. See: Testing and Inspection The PCM will complete the ground path for the low speed cooling fans (Fan 1) relay 1 under the following conditions: ^ When engine temperature exceeds 105°C (221°F). ^ When A/C is requested (ambient temperature must be above 9°C (48°F). ^ When A/C refrigerant pressure is greater than 190 psi (2 volts). ^ When the ignition is off and engine coolant temperature is greater than 140°C (284°F). The PCM will complete the ground paths for the high speed cooling fans (Fan 2) relays 1, 2 and 3 under the following conditions: ^ When engine temperature exceeds 113°C (235°F). ^ When A/C refrigerant pressure is greater than 275 psi (2.9 volts). When certain Diagnostic Trouble Codes (DTCs) are present, the PCM may command the cooling fans to run all the time. It is important to perform the Powertrain On-Board Diagnostic System check prior to diagnosing the engine cooling fans. See: Testing and Inspection If a problem that involves the low speed cooling fan relay control circuit (cooling fan relay #1 control) exists, DTC P1651 should set. If the problem affects the high speed cooling fan relay control circuit (cooling fan relay #2 and #3 control), DTC P1652 should set. A problem with the ECT sensor should set DTC P0117, P0118, P1114, or P1115. Any of these DTCs will affect cooling fan operation and should be diagnosed before using the Electric Cooling Fan Diagnosis table. The Electric Cooling Fan Diagnosis table should be used to diagnose the PCM controlled cooling fans only if no DTC is set. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component Information > Locations Catalytic Converter Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component Information > Locations > Page 5631 Catalytic Converter: Description and Operation PURPOSE The three way catalytic converter is an emission control device added to the gasoline engine exhaust system to effectively reduce hydrocarbon (HC), carbon monoxide (CO) and Oxides Of Nitrogen (NOx) emissions in the exhaust gas stream. Heat Shields This device requires the use of heat shields, due to its high operating temperatures. The heat shields are necessary to protect chassis components, passenger compartment and other areas from heat related damage. OPERATION The converter contains a honeycomb network coated with catalytic material containing platinum, palladium and rhodium. The catalytic material promotes burning or "oxidation" of the pollutants as the exhaust gases pass through the converter on their way to the tailpipe. The three way (reduction) catalyst is coated with platinum and rhodium which lowers levels of oxides of nitrogen (NOx), in addition to the carbon monoxide and hydrocarbon levels. This catalytic material (catalyst) in the three way converter is not serviceable. Fillpipe Restrictor A small diameter fuel tank filler tube is used on catalytic converter equipped vehicles to prevent the larger service station pump nozzle, used for leaded fuels, being inserted into the filler tube. Since the use of leaded fuels contaminates the catalyst, rendering them ineffective, the use of unleaded fuels is mandatory in catalytic converter equipped vehicles. NOTE: When jacking or lifting vehicle from side rails, be certain the lift pads do NOT contact the catalytic converter or damage to the converter may result. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component Information > Locations > Page 5632 Catalytic Converter: Service and Repair Catalytic Converter Remove or Disconnect 1. Raise vehicle. 2. Support three way catalytic converter. 3. Intermediate pipe from three way catalytic converter. 4. Exhaust manifold pipe assembly from exhaust manifold. 5. Exhaust manifold and three way catalytic converter seals. Clean Flange surfaces. Install or Connect 1. Exhaust manifold and three way catalytic converter seals. 2. Exhaust manifold pipe assembly to exhaust manifold. 3. Intermediate pipe to three way catalytic converter. 4. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Control Valve > Component Information > Locations Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Control Valve > Component Information > Locations > Page 5637 Evaporative Emission (EVAP) Canister Purge Valve Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Control Valve > Component Information > Locations > Page 5638 Canister Purge Control Valve: Description and Operation Operation The EVAP purge solenoid valve allows manifold vacuum to purge the canister. The Powertrain Control Module (PCM) supplies a ground to energize the EVAP purge solenoid valve (purge on). The EVAP purge solenoid control is Pulse Width Modulated (PWM) or turned on and off several times a second. The PCM controlled PWM output is commanded when the appropriate conditions have been met: ^ Engine coolant temperature above 25°C (77°F). ^ After the engine has been running about 2 1/2 minutes on a cold start or 30 seconds on a warm start. ^ The vehicle is operating in closed loop fuel control. Canister purge PWM duty cycle varies according to operating conditions determined by mass air flow, fuel trim, and intake air temperature. Canister purge will be disabled if TP angle increases to above 70%. Canister purge will be re-enabled when TP angle decreases below 66%. The evaporative leak detection diagnostic strategy is based on applying vacuum to the EVAP system and monitoring vacuum decay. The fuel level sensor input to the PCM is used to determine if the fuel level in the tank is correct to run the EVAP diagnostic tests. To ensure sufficient volume in the tank to begin the various diagnostic tests, the fuel level must be between 15% and 85%. The PCM monitors system vacuum level via the fuel tank pressure sensor input. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Solenoid > Component Information > Locations Under Rear Of Vehicle Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Solenoid > Component Information > Locations > Page 5642 Evaporative Emission (EVAP) Canister Vent Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Solenoid > Component Information > Locations > Page 5643 Canister Purge Solenoid: Description and Operation Operation The EVAP purge solenoid valve allows manifold vacuum to purge the canister. The Powertrain Control Module (PCM) supplies a ground to energize the EVAP purge solenoid valve (purge on). The EVAP purge solenoid control is Pulse Width Modulated (PWM) or turned on and off several times a second. The PCM controlled PWM output is commanded when the appropriate conditions have been met: ^ Engine coolant temperature above 25°C (77°F). ^ After the engine has been running about 2 1/2 minutes on a cold start or 30 seconds on a warm start. ^ The vehicle is operating in closed loop fuel control. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Solenoid > Component Information > Locations > Page 5644 Canister Purge Solenoid: Service and Repair Removal Procedure 1. Remove the negative battery cable. 2. Note the position of the hoses for installation. 3. Remove the electrical connector and hoses from solenoid. 4. Release the lock tab on the solenoid mounting bracket. 5. Remove the solenoid. Installation Procedure 1. Bend tab on mounting bracket to retain the EVAP purge solenoid valve. 2. Install the solenoid to solenoid mounting bracket. 2.1. Once installed pull on the solenoid to ensure that the part will be held in place. 3. Install the electrical connector and hoses to solenoid. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Evaporative Emission Control Canister > Canister Vent Valve > Component Information > Service and Repair Canister Vent Valve: Service and Repair Removal Procedure 1. Disconnect the electrical connector. 2. Remove the EVAP vent solenoid from the bracket, 3. Remove the vent hose from solenoid. 4. Remove the EVAP vent solenoid. Installation Procedure 1. Install the EVAP vent solenoid. 2. Install the vent hose. Canister vent hose should be routed below the fuel tank fill and vent hoses. 3. Connect the electrical connector. 4. Install the EVAP vent solenoid retaining screw. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Evaporative Fuel Vapor Return Hose > Component Information > Description and Operation Evaporative Fuel Vapor Return Hose: Description and Operation PURPOSE The vapor pipe, line, and hoses carry fuel vapors from the fuel tank to the charcoal canister. CONSTRUCTION The fuel vapor line is made up of nylon line, steel pipe, and quick connectors. The fuel vapor line has a Evaporative System Service Port located between the purge solenoid and the charcoal canister. The Evaporative System Service Port is identified by a green colored cap The Evaporative System Service Port allows connection for special tools in diagnosing the evaporative emissions system. The vapor lines extend from the fuel sender to the canister. However, it does not follow the same route as the fuel feed pipe. Under no conditions use copper or aluminum tubing to replace steel tubing. Those materials do not have satisfactory durability to withstand normal vehicle vibrations and corrosion. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Evaporative Fuel Vapor Return Hose > Component Information > Description and Operation > Page 5652 Evaporative Fuel Vapor Return Hose: Service and Repair Removal Procedure Caution: To Reduce the Risk of Fire and Personal Injury: ^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour, or more than 90°C (194°F) for any extended period. ^ Take care not to nick or scratch the nylon vapor pipes. If damaged, replace the nylon vapor pipes. Notice: When replacing the EVAP pipes or the EVAP hoses, always replace them with the original equipment or parts that meet the GM specifications for those parts. When replacing EVAP pipes, the replacement pipe must have the same type of fittings as the original pipe to ensure the integrity of the connection. When replacing EVAP hoses, use only reinforced fuel-resistant hose identified with the word Fluoroelastomer or GM 616-M on the hose. The inside hose diameter must match the outside pipe diameter. Do Not use rubber hose within 100 mm (4 in) at any part of the exhaust system or within 254 mm (10 in) of the catalytic converter. 1. Remove the retaining hardware and the clamp as necessary. 2. Note the location and the position for future reference. 3. Inspect the hoses and the vapor lines for cuts, swelling, cracks, kinks and distortion. 4. Remove the pipe or the hose. Installation Procedure Important: Follow the same routing as original pipe or hose. 1. Install the vapor line or hose. 2. Install the retaining hardware and clamps. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions EGR Control Solenoid: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5658 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5659 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5660 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5661 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5662 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5663 EGR Control Solenoid: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5664 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5665 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5666 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5667 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5668 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5669 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5670 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5671 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5672 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5673 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5674 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5675 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5676 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5677 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5678 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5679 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5680 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5681 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5682 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5683 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5684 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5685 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5686 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5687 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5688 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Control Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5689 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Specifications EGR Valve: Specifications EGR Valve Nuts .................................................................................................................................. .......................................................... 30 Nm (22 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Specifications > Page 5693 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Specifications > Page 5694 Exhaust Gas Recirculation (EGR) Valve Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Specifications > Page 5695 EGR Valve: Description and Operation Linear EGR Valve DESCRIPTION The linear EGR valve is designed to accurately supply EGR to an engine independent of intake manifold vacuum. The valve controls EGR flow from the exhaust to the intake manifold through an orifice with a PCM controlled pintle. During operation, the Powertrain Control Module (PCM) controls pintle position by monitoring the pintle position feedback signal. The feedback signal can be monitored with a scan tool as "Actual EGR Pos" which should always be near the commanded EGR position. The PCM uses information from the following sensors to control the pintle position: - Engine Coolant Temperature (ECT) sensor. - Throttle Position (TP) sensor. - Mass Air Flow (MAF). The linear EGR valve is usually activated under the following conditions: - Warm engine operation. - Above idle speed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Specifications > Page 5696 EGR Valve: Service and Repair EGR Valve (Typical) REMOVE OR DISCONNECT 1. Disconnect the electrical connector at the EGR valve. 2. Remove the two base to flange nuts and linear EGR valve assembly. INSTALL OR CONNECT 1. Install the linear EGR valve assembly - two nuts. Tighten Nuts to 3O Nm (22 lb. ft.). 2. Connect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve Position Sensor > Component Information > Description and Operation EGR Valve Position Sensor: Description and Operation Linear EGR Valve DESCRIPTION The EGR pintle position sensor is an integral part of the EGR valve assembly. This sensor can not be serviced separately from the EGR valve. The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM and to detect a fault if the pintle position sensor and control circuits are open or shorted. If the PCM detects a pintle position signal voltage outside the normal range of the pintle position sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR system operation, the PCM will set DTC P1406. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Fillpipe Restrictor > Component Information > Description and Operation Fillpipe Restrictor: Description and Operation DESCRIPTION To prevent refueling with leaded fuel, the fuel filler neck is equipped with restrictor and deflector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Positive Crankcase Ventilation > Positive Crankcase Ventilation Valve > Component Information > Service and Repair Positive Crankcase Ventilation Valve: Service and Repair Removal Procedure 1. Remove the vacuum hoses (1) from the fuel pressure regulator (3) and positive crankcase ventilation valve (2). 2. Remove the positive crankcase ventilation valve. Installation Procedure 1. Install the positive crankcase ventilation valve (2). 2. Connect the vacuum hoses (1) to the fuel pressure regulator (3) and the positive crankcase ventilation valve. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Sensors and Switches - Emission Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation EGR Valve Position Sensor: Description and Operation Linear EGR Valve DESCRIPTION The EGR pintle position sensor is an integral part of the EGR valve assembly. This sensor can not be serviced separately from the EGR valve. The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM and to detect a fault if the pintle position sensor and control circuits are open or shorted. If the PCM detects a pintle position signal voltage outside the normal range of the pintle position sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR system operation, the PCM will set DTC P1406. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > Fuel Pressure Test Port > Component Information > Locations Fuel Pressure Test Port: Locations The Fuel Pressure Test Port is located on the fuel rail. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair Tool Required: J 3473-1A, Fuel Pressure Gauge 1. Disconnect the negative battery terminal to avoid possible fuel discharge if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect Fuel Pressure Gauge J 34730-1A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System Information > Technical Service Bulletins > Customer Interest for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Idle Speed: Customer Interest PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System Information > Technical Service Bulletins > Customer Interest for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 5727 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System Information > Technical Service Bulletins > By Symptom for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle Idle Speed: By Symptom PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System Information > Technical Service Bulletins > By Symptom for Idle Speed: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 5733 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System Information > Technical Service Bulletins > All Technical Service Bulletins for Idle Speed: > 77-65-17 > Jul > 97 > PROM Unstable Engine Idle Idle Speed: All Technical Service Bulletins PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System Information > Technical Service Bulletins > All Technical Service Bulletins for Idle Speed: > 77-65-17 > Jul > 97 > PROM Unstable Engine Idle > Page 5739 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System Information > Technical Service Bulletins > Page 5740 Idle Speed: Specifications Information not supplied by the manufacturer. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Pedal > Component Information > Technical Service Bulletins > Customer Interest for Accelerator Pedal: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation Accelerator Pedal: Customer Interest Accelerator Pedal - Hard to Depress/Cable Separation File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-63-O5A Date: August, 1997 Subject: Difficult to Depress Accelerator Pedal and/or an Accelerator Cable Separation (Install Accelerator Cable and Clip) Models: 1994-97 Buick Regal, Skylark 1994-96 Chevrolet Beretta, Corsica 1995-97 Chevrolet Lumina, Monte Carlo 1997 Chevrolet Malibu 1994-97 Pontiac Grand Prix, Grand Am 1993-97 Oldsmobile Cutlass Supreme 1994-97 Oldsmobile Achieva 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) This bulletin is being revised to remove Oldsmobile Cutlass Ciera from the models section. Please discard Corporate Bulletin Number 67-63-05 (Section 6E - Engine Fuel & Emission). Condition Some owners may experience a premature separation of the accelerator cable. Additionally, some owners may comment about a difficult to depress accelerator pedal. Cause The accelerator cable comes out of the throttle cam groove on the throttle body. This happens when slack is allowed to accumulate in the cable and a loop is formed while the throttle is opened. When the throttle is relaxed, the loop of cable may not return to the groove in the throttle cam but comes to rest along the side of the cam. A typical scenario can be either lifting up on the accelerator pedal while the cruise control is engaged and then disengaging the cruise control or if the floor mat is allowed to bunch up under the accelerator pedal. The cable will return to the cam groove if the throttle is depressed to near wide open throttle. The cable may become worn or broken if. it is allowed to wear against the throttle cam. If the cable breaks, the throttle will return to idle. Correction If the accelerator cable is broken or shows any signs of wear on the stranded wire end at the throttle cam, replace the cable and install a cable retention clip. If the cable is not broken and the cable shows no wear on the stranded wire end, install an accelerator cable retention clip. The accelerator cable retention clip can be installed by following the procedure below: 1. Hold the throttle wide open. This may easily be done from inside the vehicle by depressing the accelerator pedal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Pedal > Component Information > Technical Service Bulletins > Customer Interest for Accelerator Pedal: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation > Page 5749 2. Install the throttle clip over the cam groove (Figure 1) in line with the existing hole in the throttle cam thus capturing the accelerator cable in the groove. Rotate the clip upward to insert the clip tang into the throttle cam hole. Rotate the clip downward and push to seat the clip tang in the throttle cam. 3. Close the throttle slowly. Do not allow the throttle to snap shut. 4. Check the throttle system for proper operation. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Pedal > Component Information > Technical Service Bulletins > Customer Interest for Accelerator Pedal: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation > Page 5750 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use as shown. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Pedal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Accelerator Pedal: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation Accelerator Pedal: All Technical Service Bulletins Accelerator Pedal - Hard to Depress/Cable Separation File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-63-O5A Date: August, 1997 Subject: Difficult to Depress Accelerator Pedal and/or an Accelerator Cable Separation (Install Accelerator Cable and Clip) Models: 1994-97 Buick Regal, Skylark 1994-96 Chevrolet Beretta, Corsica 1995-97 Chevrolet Lumina, Monte Carlo 1997 Chevrolet Malibu 1994-97 Pontiac Grand Prix, Grand Am 1993-97 Oldsmobile Cutlass Supreme 1994-97 Oldsmobile Achieva 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) This bulletin is being revised to remove Oldsmobile Cutlass Ciera from the models section. Please discard Corporate Bulletin Number 67-63-05 (Section 6E - Engine Fuel & Emission). Condition Some owners may experience a premature separation of the accelerator cable. Additionally, some owners may comment about a difficult to depress accelerator pedal. Cause The accelerator cable comes out of the throttle cam groove on the throttle body. This happens when slack is allowed to accumulate in the cable and a loop is formed while the throttle is opened. When the throttle is relaxed, the loop of cable may not return to the groove in the throttle cam but comes to rest along the side of the cam. A typical scenario can be either lifting up on the accelerator pedal while the cruise control is engaged and then disengaging the cruise control or if the floor mat is allowed to bunch up under the accelerator pedal. The cable will return to the cam groove if the throttle is depressed to near wide open throttle. The cable may become worn or broken if. it is allowed to wear against the throttle cam. If the cable breaks, the throttle will return to idle. Correction If the accelerator cable is broken or shows any signs of wear on the stranded wire end at the throttle cam, replace the cable and install a cable retention clip. If the cable is not broken and the cable shows no wear on the stranded wire end, install an accelerator cable retention clip. The accelerator cable retention clip can be installed by following the procedure below: 1. Hold the throttle wide open. This may easily be done from inside the vehicle by depressing the accelerator pedal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Pedal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Accelerator Pedal: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation > Page 5756 2. Install the throttle clip over the cam groove (Figure 1) in line with the existing hole in the throttle cam thus capturing the accelerator cable in the groove. Rotate the clip upward to insert the clip tang into the throttle cam hole. Rotate the clip downward and push to seat the clip tang in the throttle cam. 3. Close the throttle slowly. Do not allow the throttle to snap shut. 4. Check the throttle system for proper operation. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Pedal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Accelerator Pedal: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation > Page 5757 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use as shown. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Pedal > Component Information > Technical Service Bulletins > Page 5758 Accelerator Pedal: Specifications Accelerator Pedal assembly nuts to cowl ................................................................................................................................................... 30 Nm (25 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Pedal > Component Information > Technical Service Bulletins > Page 5759 Accelerator Pedal: Service and Repair Removal Procedure 1. Remove the left instrument panel sound insulator. Refer to Instrument Panel, Gages and Console. 2. Remove the accelerator cable from accelerator pedal. 3. Remove the accelerator pedal nuts to cowl. 4. Remove the accelerator pedal assembly. Installation Procedure 1. Install the accelerator pedal assembly. 2. Install the accelerator pedal nuts to cowl. Tighten ^ Tighten the accelerator pedal nuts at cowl to 30 Nm (25 lb ft). 3. Install the accelerator cable to the accelerator pedal 4. Install the left instrument panel sound insulator. Refer to Instrument Panel, Gages and Console. 5. Inspect and check for complete throttle opening and closing positions by operating the accelerator pedal. Also check for poor carpet fit under the accelerator pedal. 6. Inspect the throttle should operate freely without binding between full closed and wide open throttle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 5769 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 5775 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Page 5776 Air Filter Element: Service and Repair Air Intake Resonator Removal Procedure 1. Remove the attaching bolt. 2. Remove retainer from resonator. 3. Remove the air intake resonator. Installation Procedure 1. Install resonator to vehicle. 2. Connect retainer to the air intake resonator. 3. Install attaching bolt to the resonator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Locations Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5782 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5783 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5784 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5785 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5786 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5787 Mass Air Flow (MAF) Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5788 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5789 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5790 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5791 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5792 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5793 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5794 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5795 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5796 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5797 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5798 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5799 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5800 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5801 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5802 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5803 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5804 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5805 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5806 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5807 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5808 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5809 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5810 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5811 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5812 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5813 Mass Air Flow (MAF) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 5814 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 5815 Mass Air Flow (MAF) Sensor: Description and Operation DESCRIPTION The Mass Air Flow (MAF) sensor measures the amount of air which passes through the throttle body. The PCM uses this information to determine the operating condition of the engine, to control fuel delivery. A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle. The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should read between 4 gm/s-7 gm/s on a fully warmed up engine. Values should change rather quickly on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF sensor or circuit should set DTC P0101, DTC P0102, or DTC P0103. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 5816 Mass Air Flow (MAF) Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the MAF sensor electrical connector. 2. Remove the air inlet duct from the MAF sensor. 3. Remove the MAF sensor from the air filter housing. INSTALL OR CONNECT 1. Carefully install the MAF sensor to the air inlet grommet. 2. Install the MAF sensor to the air inlet duct. 3. Reconnect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fillpipe Restrictor > Component Information > Description and Operation Fillpipe Restrictor: Description and Operation DESCRIPTION To prevent refueling with leaded fuel, the fuel filler neck is equipped with restrictor and deflector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) Fuel: Technical Service Bulletins Fuel System - TOP TIER Detergent Gasoline (Canada) INFORMATION Bulletin No.: 05-06-04-022G Date: October 27, 2010 Subject: TOP TIER Detergent Gasoline Information and Available Brands (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - Canada ONLY Models: 2011 and Prior GM Passenger Cars and Trucks (Canada Only) Supercede: This bulletin is being revised to update the model years and include an additional gasoline brand as a TOP TIER source. Please discard Corporate Bulletin Number 05-06-04-022F (Section 06 - Engine/Propulsion System). In the U.S., refer to the latest version of Corporate Bulletin Number 04-06-04-047I. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by the Canadian General Standards Board (CGSB). Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. Intake valve: 16,093 km (10,000 mi) with TOP TIER Detergent Gasoline Intake valve: 16,093 km (10,000 mi) with Minimum Additive recommended by the CGSB Top Tier Fuel Availability Chevron was the first to offer TOP TIER Detergent Gasoline in Canada. Shell became the first national gasoline retailer to offer TOP TIER Detergent Gasoline across Canada. Petro-Canada began offering TOP TIER Detergent Gasoline nationally as of October 1, 2006. Sunoco began offering TOP TIER Detergent Gasoline in March of 2007. Esso began offering TOP TIER Detergent Gasoline in May of 2010. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 5824 Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards The following gasoline brands meet the TOP TIER Detergent Gasoline Standards in all octane grades : Chevron Canada (markets in British Columbia and western Alberta) - Shell Canada (nationally) - Petro-Canada (nationally) - Sunoco-Canada (Ontario) - Esso-Canada (nationally) What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency and no metallic additives. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent recommendations of Canadian standards and does not contain metallic additives, which can damage vehicle emission control components. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began in the U.S. and Canada on May 3, 2004. Some fuel marketers have already joined and introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: BMW, General Motors, Honda, Toyota, Volkswagen and Audi. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. In the U.S., government regulations require that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In Canada, gasoline standards recommend adherence to U.S. detergency requirements but do not require it. In fact, many brands of gasoline in Canada do not contain any detergent additive. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required or recommended, and no metallic additives are allowed. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency and the intentional addition of metallic additives is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Clean engines help provide optimal fuel economy and engine performance, and also provide reduced emissions. Also, the use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Who should use TOP TIER Detergent Gasoline? All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. More information on TOP TIER Detergent Gasoline can be found at this website, http://www.toptiergas.com/. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 5825 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 5826 Fuel: Technical Service Bulletins Fuel System - 'TOP TIER' Detergent Gasoline Information INFORMATION Bulletin No.: 04-06-04-047I Date: August 17, 2009 Subject: TOP TIER Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - U.S. Only Models: 2010 and Prior GM Passenger Cars and Trucks (including Saturn) (U.S. Only) 2003-2010 HUMMER H2 (U.S. Only) 2006-2010 HUMMER H3 (U.S. Only) 2005-2009 Saab 9-7X (U.S. Only) Supercede: This bulletin is being revised to add model years and additional sources to the Top Tier Fuel Retailers list. Please discard Corporate Bulletin Number 04-06-04-047H (Section 06 Engine/Propulsion System). In Canada, refer to Corporate Bulletin Number 05-06-04-022F. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from the use of TOP TIER Detergent Gasoline. Intake valve: - 10,000 miles with TOP TIER Detergent Gasoline Intake valve: - 10,000 miles with Legal Minimum additive Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards As of August 1, 2009, all grades of the following gasoline brands meet the TOP TIER Detergent Gasoline Standards: - Chevron - Chevron-Canada - QuikTrip - Conoco Phillips 66 - 76 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 5827 - Shell - Shell-Canada - Entec Stations located in the greater Montgomery, Alabama area. - MFA Oil Company located throughout Missouri. - Kwik Trip, Inc. in Minnesota and Wisconsin and Kwik Star convenience stores in Iowa. The Somerset Refinery, Inc. at Somerset Oil stations in Kentucky. Aloha Petroleum - Tri-Par Oil Company - Turkey Hill Minit Markets - Texaco - Petro-Canada - Sunoco-Canada - Road Ranger located in Illinois, Indiana, Iowa, Kentucky, Missouri, Ohio and Wisconsin What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent requirements imposed by the EPA. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began on May 3, 2004 and many fuel marketers have joined the program and have introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Where Can I find the Latest Information on TOP TIER Fuel and Retailers? On the web, please visit www.toptiergas.com for additional information and updated retailer lists. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: Audi, BMW, General Motors, Honda, Toyota and Volkswagen. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 5828 Fuel: Technical Service Bulletins Fuel System - E85 Fuel Usage Precautions Bulletin No.: 05-06-04-035C Date: July 30, 2007 INFORMATION Subject: Usage of E85 Fuels in GM Vehicles Models: 1997-2008 GM Passenger Cars and Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 1997-2008 Isuzu NPR Commercial Medium Duty Trucks 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add the 2008 model year and additional engines with E85 capability. Please discard Corporate Bulletin Number 05-06-04-035B (Section 06 Engine/Propulsion System). Customer Interest in E85 Fuel As the retail price of gasoline increases, some locations in the country are seeing price differentials between regular gasoline and E85 where E85 is selling for substantially less than regular grade gasoline. One result of this is that some customers have inquired if they are able to use E85 fuel in non-E85 compatible vehicles. Only vehicles designated for use with E85 should use E85 blended fuel. E85 compatibility is designated for vehicles that are certified to run on up to 85% ethanol and 15% gasoline. All other gasoline engines are designed to run on fuel that contains no more than 10% ethanol. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. Using E85 Fuels in Non-Compatible Vehicles General Motors is aware of an increased number of cases where customers have fueled non-FlexFuel designated vehicles with E85. Fueling non-FlexFuel designated vehicles with E85, or with fuels where the concentration of ethanol exceeds the ASTM specification of 10%, will result in one or more of the following conditions: Lean Driveability concerns such as hesitations, sags and/or possible stalling. SES lights due to OBD codes. Fuel Trim codes P0171 and/or P0174. Misfire codes (P0300). Various 02 sensor codes. Disabled traction control or Stability System disabled messages. Harsh/Firm transmission shifts. Fuel system and/or engine mechanical component degradation. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. If the dealer suspects that a non-FlexFuel designated vehicle brought in for service has been fueled with E85, the fuel in the vehicle's tank should be checked for alcohol content with tool J 44175. If the alcohol content exceeds 10% the fuel should be drained and the vehicle refilled with gasoline - preferably one of the Top Tier brands. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 5829 Repairs to non-FlexFuel vehicles that have been fueled with E85 are not covered under the terms of the New Vehicle Warranty. A complete list of GM's FlexFuel vehicles can be found in this Service Bulletin, or at www.livegreengoyellow.com. E85 Compatible Vehicles The only E85 compatible vehicles produced by General Motors are shown. Only vehicles that are listed in the E85 Compatible Vehicles section of this bulletin and/or www.livegreengoyellow.com are E85 compatible. All other gasoline and diesel engines are NOT E85 compatible. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. Repairs to non-FlexFuel vehicles that have been fueled with E85 are not covered under the terms of the New Vehicle Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 5830 Fuel: Technical Service Bulletins Fuel - Top Tier Detergent Gasoline Information Bulletin No.: 04-06-00-047 Date: June 24, 2004 ADVANCED SERVICE INFORMATION Subject: Top Tier Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) Models: 2005 and Prior All General Motors Passenger Cars and Trucks (U.S. Only) A new class of gasoline, called Top Tier Detergent Gasoline, will be appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by four automotive companies. A description of the concept and benefits of Top Tier is provided in the following question and answer section. What is Top Tier Detergent Gasoline? Top Tier Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by four automotive companies that exceed the detergent requirements imposed by the EPA. Who developed Top Tier Detergent Gasoline standards? Top Tier Detergent Gasoline standards were developed by four automotive companies: BMW, General Motors, Honda and Toyota. Why was Top Tier Detergent Gasoline developed? Top Tier Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet Top Tier Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, Top Tier was developed to give fuel marketers the opportunity to differentiate their product. Why did the four automotive companies join together to develop Top Tier? All four corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of Top Tier Detergent Gasoline? Top Tier Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of Top Tier Detergent Gasoline will help reduce deposit related concerns. Who should use Top Tier Detergent Gasoline? All vehicles will benefit from using Top Tier Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from use of Top Tier Detergent Gasoline. Where can Top Tier Detergent Gasoline be purchased? The Top Tier program began on May 3, 2004. Some fuel marketers have already joined and are making plans to introduce Top Tier Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, a list of all fuel marketers meeting Top Tier standards will be made available. For now, look for the "Top Tier" designation at the gas pump. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Specifications > Fuel (Alcohol and Gasoline) Types Fuel: Specifications Fuel (Alcohol and Gasoline) Types General Motors customers will be potentially exposed to a variety of different fuel types. Besides the conventional gasoline available, new types such as Reformulated Gasoline (RFG), oxygenated gasoline, and starting in 1996, California Phase 2 RFG. Reformulated Gasoline (RFG) is blended to burn more cleanly and not to evaporate as readily. RFG must contain a minimum of 2 percent oxygen, which is usually achieved with ethanol or EPA-approved ethers such as methyl tertiary-butyl ether (MTBE). This type of fuel is required by the Clean Air Act in the nine worst ozone non-attainment areas of the country, and may also be required in other areas designated ozone non-attainment, at the option of the states. RFG is intended to produce approximately 15 percent less pollution than conventional gasoline. Using RFG should reduce the total health risk to the public by reducing exposure to ozone and air toxins. General Motors supports the use of RFG as a cost effective means of providing air quality benefits. Oxygenated gasolines are prevalent in the wintertime for Carbon Monoxide (CO) non-attainment areas. These fuels contain oxygen components similar to RFG. Approximately 50 percent of the fuel sold in the U.s. in the wintertime contains an oxygenate component. Vehicle fuel economy may be slightly reduced, if at all, by the use of gasoline containing oxygenates. Fuel economy is most affected by engine and vehicle type, driving habits, weather conditions, and vehicle maintenance. Properly blended RFG, oxygenated gasoline, and California Phase 2 RFG will have no adverse effect on vehicle performance or to the durability of engine and fuel system components. In fact, the General Motors Owner's Manual fuel statements have consistently permitted the use of properly blended fuels containing up to 10 percent ethanol (since 1980) and up to 15 percent methyl tertiary-butyl ether (MTBE) for current and all past model year vehicles. These statements continue to be valid. The use of oxygenate-containing fuels will not invalidate the GM vehicle warranty. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Specifications > Fuel (Alcohol and Gasoline) Types > Page 5833 Fuel: Specifications Fuel System Specifications (Fuel Regular) The following information appears in the General Motors owner's manual for this vehicle. Use regular unleaded gasoline rated at 87 octane or higher. At a minimum, it should meet specifications ASTM D4814 in the United States and CGSB 3.5-M93 in Canada. Improved gasoline specifications have been developed by the American Automobile Manufacturers Association (AAMA) for better vehicle performance and engine protection. Gasolines meeting the AAMA specification could provide improved driveability and emission control system protection compared to other gasolines. Be sure the posted octane is at least 87. If the octane is less than 87, you may get a heavy knocking noise when you drive. If it's bad enough, it can damage your engine. If you're using fuel rated at 87 octane or higher and you still hear heavy knocking, your engine needs service. But don't worry if you hear a little pinging noise when you're accelerating or driving up a hill. That's normal, and you don't have to buy a higher octane fuel to get rid of pinging. It's the heavy, constant knock that means you have a problem. If your vehicle is certified to meet California Emission Standards (indicated on the underhood tune-up label), it is designed to operate on fuels that meet California specifications. If such fuels are not available in states adopting California emissions standards, your vehicle will operate satisfactorily on fuels meeting federal specifications, but emission control system performance may be affected. The malfunction indicator lamp on your instrument panel may turn on and/or your vehicle may fail a smog-check test. If this occurs, return to a qualified service outlet for diagnosis to determine the cause of failure. In the event it is determined that the cause of the condition is the type of fuels used, repairs may not be covered by your warranty. Some gasolines that are not reformulated for low emissions contain an octane-enhancing additive called methylcyclopentadlenyl manganese tricarbonyl (MMT); ask your service station operator whether or not his fuel contains MMT General Motors does not recommend the use of such gasolines. If fuels containing MMT are used, spark plug life may be reduced and your emission control system performance may be affected. The malfunction indicator lamp on your instrument panel may turn on. If this occurs, return to a qualified service outlet for service. To provide cleaner air, all gasolines in the United States are now required to contain additives that will help prevent deposits from forming in your engine and fuel system, allowing your emission control system to function properly. Therefore, you should not have to add anything to the fuel. In addition, gasolines containing oxygenates, such as ethers and ethanol, and reformulated gasolines may be available in your area to help clean the air. General Motors recommends that you use these gasolines if they comply with the specifications described earlier. Notice: Your vehicle was not designed for fuel that contains methanol. Don't use it. It can corrode metal parts in your fuel system and also damage plastic and rubber parts. That damage wouldn't be covered under your warranty. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Specifications > Page 5834 Fuel: Testing and Inspection Alcohol concentrations greater than 10% in fuel can be detrimental to fuel system components and may cause driveability problems such as hesitation, lack of power, stall, no start, etc. The problems may be due to fuel system corrosion and subsequent fuel filter plugging, deterioration of rubber components, and/or air-fuel mixture leaning. Various types and concentrations of alcohol are used in commercial fuel. Some alcohol is more detrimental to fuel system components than others. If an excessive amount of alcohol in the fuel is suspected as the cause of a driveability condition, the following procedure may be used to detect the presence of alcohol in the fuel. Testing Procedure The fuel sample should be drawn from the bottom of the tank so that any water present in the tank will be detected. The sample should be bright and clear. If the sample appears cloudy, or contaminated with water (as indicated by a water layer at the bottom of the sample), this procedure should not be used, and the fuel system should be cleaned. 1. Using a 100 ml specified cylinder with 1 ml graduation marks, fill the cylinder with fuel to the 90 ml mark. 2. Add 10 ml of water in order to bring the total fluid volume to 100 ml and install a stopper. 3. Shake the cylinder vigorously for 10 to 15 seconds. 4. Carefully loosen the stopper in order to release the pressure. 5. Re-install the stopper and shake the cylinder vigorously again for 10 to 15 seconds. 6. Put the cylinder on a level surface for approximately 5 minutes in order to allow adequate liquid separation. If alcohol is present in the fuel, the volume of the lower layer (which would now contain both alcohol and water) will be greater than 10 ml. For example, if the volume of the lower layer is increased to 15 ml, this indicates at least 5 percent alcohol in the fuel. The actual amount of alcohol may be somewhat greater because this procedure does not extract all of the alcohol from the fuel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Filler Cap > Component Information > Description and Operation Fuel Filler Cap: Description and Operation Fuel Filler Neck And Cap Notice: If a fuel filler cap requires replacement, use only a cap with the same features, Failure to use the correct cap can result in a serious malfunction of the system. The fuel tank filler neck (1) is equipped with a screw type cap (2). A built in ratchet type torque limiting device prevents over tightening. In order to install, turn the cap clockwise until a clicking noise is heard. This signals that the correct torque has been reached and the cap is fully seated. A fuel filler cap that is not fully seated, may cause a malfunction in the emission system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Filter > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair Tool Required: J 3473-1A, Fuel Pressure Gauge 1. Disconnect the negative battery terminal to avoid possible fuel discharge if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect Fuel Pressure Gauge J 34730-1A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > Customer Interest: > 99-06-04-005B > Sep > 01 > Fuel Injectors - Hard Starts/Poor Driveability/Misfire Technical Service Bulletin # 99-06-04-005B Date: 010901 Fuel Injectors - Hard Starts/Poor Driveability/Misfire File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-04-005B Date: September, 2001 TECHNICAL Subject: Driveability Symptoms Due to Clogged Fuel Injectors (Clean Injectors) Models: 1994-1996 Buick Regal 1994-1999 Buick Century 1994-1998 Buick Skylark 1994-1996 Chevrolet Corsica, Beretta 1995-1999 Chevrolet Lumina, Monte Carlo 1996 Lumina APV 1997-1999 Chevrolet Malibu, Venture 1994-1996 Oldsmobile Cutlass Ciera 1994-1997 Oldsmobile Achieva, Cutlass Supreme 1996-1999 Oldsmobile Silhouette 1997-1998 Oldsmobile Cutlass 1999 Oldsmobile Alero 1994-1999 Pontiac Grand Am, Grand Prix 1996-1998 Pontiac Trans Sport 1999 Pontiac Montana with 3.1 L or 3.4 L V6 Engine (VINs E, J, M - RPOs LA1, LG8, L82) This bulletin is being revised to update labor time allowance for labor operation J5645. Please discard Corporate Bulletin Number 99-06-04-005A (Section 6 - Engine). Condition Some owners may comment on driveability symptoms of long or hard starts, chuggle, rough idle and light or intermittent misfire. The malfunction indicator lamp (MIL) may also illuminate. Cause Due to various factors, the fuel injectors may become restricted. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms. Correction Fuel injector restrictions, deposits, can be cleaned on the vehicle, using the following procedure. Under NO circumstances should this procedure be modified, changed or shortened. Notice: ^ The recommended mixture amount of GM Top-Engine Cleaner has been increased from 5% to 10%. This increase was implemented to improve the effectiveness of the injector cleaning procedure. Follow the cleaning procedure carefully to minimize the risk of fuel system damage. ^ GM Top-Engine Cleaner is the only injector cleaning agent approved for use with General Motors fuel system components. Other injector cleaners, while effective, may cause damage to plastics, plated metals or bearings. General Motors has completed extensive laboratory testing of GM Top-Engine Cleaner, and can assure its compatibility with General Motors fuel system components, as long as the cleaning procedure is followed correctly. Important: This bulletin recommends the use of pre-measured containers of GM Top-Engine Cleaner, P/N 12346535, - U.S. USAGE ONLY. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > Customer Interest: > 99-06-04-005B > Sep > 01 > Fuel Injectors - Hard Starts/Poor Driveability/Misfire > Page 5850 Pre-measured containers eliminate the need to measure the amount of GM Top-Engine Cleaner being added to the J 35800-A, injector cleaning tool. In Canada, use P/N 992872. It will be necessary to measure and dispense Top Engine Cleaner into the J 35800-A, injector cleaning tool. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles serviced under warranty, use the table. Disclaimer Injector Balance Test The following tools or their equivalent are required: ^ J 39021 Fuel Injector Coil/Balance Tester ^ J 39021-210 Fuel Injector Selector Adapter Box ^ J 39021-306 Fuel Injector Test Harness ^ J 35800-A Fuel Injector Cleaner ^ Two pre-measured GM Top-Engine Cleaner Containers, 24 ml (0.812 oz) each, P/N 12346535, U.S. USAGE ONLY. In Canada, use P/N 992872, 443.6 ml (15 oz) bottle. It will be necessary to measure and dispense 48 ml (1.6 oz) of Top Engine-Cleaner into the J 35800-A, injector cleaning tool. See Injector Cleaning Procedure below for further information. 1. Disconnect the 10-pin fuel rail electrical connector. Refer to the appropriate Service Information Manual for connector location. 2. Connect the J 39021, fuel injector coil/balance tester, to the J 39021-210, fuel injector selector adapter box. 3. Connect the J 39021-306, fuel injector test harness, to the engine 10-pin fuel rail electrical connector. This allows you to test the fuel injectors without removing the upper intake plenum. 4. Using the injector tester, J 39021, perform an injector balance test. Use the J 39021-210 to select each individual injector. Record the pressure drop of each injector. 5. Subtract the lowest pressure drop, leanest injector, from the highest pressure drop, richest injector. If there is more than a 20 kPa (3 psi) difference between the lowest and highest pressure drop, then the fuel injectors may be the cause of the driveability symptom. See the example tables below to determine if cleaning is appropriate. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > Customer Interest: > 99-06-04-005B > Sep > 01 > Fuel Injectors - Hard Starts/Poor Driveability/Misfire > Page 5851 6. If there is a 20 kPa (3 psi) difference, or less, between the highest and lowest fuel pressure drop, the fuel injectors are operating properly and further diagnostics should be performed on the vehicle. Example One Maximum Difference: 68-41 = 27 kPa (10-6 = 4 psi) Although the pressure drop is greater than 20 kPa (3 psi), cylinder 2 stands out as being rich when compared to the other injectors. Do not clean the injectors. Replace injector number 2. Charge time to labor operation J5650. Example Two Maximum Difference: 48-23 = 25 kPa (7-3 = 4 psi) The pressure drop is greater than 20 kPa (3 psi). Injectors 1 and 3 appear to be lean when compared to injectors 2, 4, 5 and 6. Clean and re-test pressure drop. If cleaning does not restore flow on injectors 1 or 3, replace the defective injector or injectors as necessary. Charge time to labor operation J5650. Injector Cleaning Procedure 1. Remove the J 39021-306, fuel injector test harness, and reconnect the 10-pin fuel rail electrical connector. Notice: ^ GM Top-Engine Cleaner is the only injector cleaning agent recommended. Do not use other cleaning agents, as they may contain methanol which can damage fuel system components. ^ Under NO circumstances should the GM Top-Engine Cleaner be added to the vehicle fuel tank, as it may damage the fuel pump and other system components. Do not exceed a 10% cleaning solution concentration. Higher concentrations may damage fuel system components. 2. For U.S. dealers, empty 2 pre-measured GM Top-Engine Cleaner containers, 24 ml (0.812 oz) each, P/N 12346535, into the J 35800-A, injector cleaning tank. For Canadian Dealers, measure and dispense 48 ml (1.62 oz) of Top-Engine Cleaner, P/N 992872, into the J 35800-A, injector cleaning tank. 3. Fill the injector cleaning tank with regular unleaded gasoline. Be sure to follow all additional instructions provided with the tool. 4. Electrically disable the vehicle fuel pump by removing the fuel pump relay and disconnecting the oil pressure switch connector, if equipped. 5. Connect the J 35800-A to the vehicle fuel rail. Notice: Do not exceed 170 kPa (25 psi). Exceeding this pressure will allow the cleaning solution to flow past the fuel pressure regulator and into the fuel tank , which may damage the fuel pump and other system components. 6. Pressurize the J 35800-A to 170 kPa (25 psi). 7. Remove the vacuum line from the fuel pressure regulator and plug the vacuum hose. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > Customer Interest: > 99-06-04-005B > Sep > 01 > Fuel Injectors - Hard Starts/Poor Driveability/Misfire > Page 5852 8. Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes. 9. Disconnect J 35800-A from the fuel rail. 10. Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped. 11. Reconnect the vacuum line to the fuel pressure regulator. 12. Start and idle the vehicle for an additional 2 minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines. 13. Repeat Steps 1-5 of the Injector Balance Test, and record the fuel pressure drop from each injector. 14. Subtract the lowest fuel pressure drop from the highest fuel pressure drop. If the value is 15 kPa (2 psi) or less, no additional action is required. If the value is greater than 15 kPa (2 psi), replace the injector assembly with the lowest fuel pressure drop. Follow injector replacement procedures outlined in the appropriate Service Information manual for the vehicle. 15. Road test the vehicle to verify that the customer concern has been corrected. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel Injector: > 04-06-04-051B > Jan > 06 > Fuel System - Fuel Injector Maintenance Cleaning Fuel Injector: All Technical Service Bulletins Fuel System - Fuel Injector Maintenance Cleaning Bulletin No.: 04-06-04-051B Date: January 04, 2006 INFORMATION Subject: Maintenance Cleaning of Fuel Injectors Models: 2006 and Prior All General Motors Passenger Cars and Trucks 2003-2006 HUMMER H2 2006 HUMMER H3 Supercede: This bulletin is being revised to add models and model years and update the name and part number of GM Fuel System Treatment. Please discard Corporate Bulletin Number 04-06-04-051A (Section 06 - Engine/Propulsion System). General Motors is aware that some companies are marketing tools, equipment and programs to support fuel injector cleaning as a preventative maintenance procedure. General Motors does not endorse, support or acknowledge the need for fuel injector cleaning as a preventative maintenance procedure. Fuel injector cleaning is approved only when performed as directed by a published GM driveability or DTC diagnostic service procedure. Due to variation in fuel quality in different areas of the country, the only preventative maintenance currently endorsed by GM regarding its gasoline engine fuel systems is the addition of GM Fuel System Treatment PLUS, P/N 88861011 (for U.S. ACDelco(R), use P/N 88861013) (in Canada, P/N 88861012), added to a tank of fuel at each oil change. Refer to Corporate Bulletin Number 03-06-04-030A for proper cleaning instructions. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel Injector: > 99-06-04-005B > Sep > 01 > Fuel Injectors - Hard Starts/Poor Driveability/Misfire Technical Service Bulletin # 99-06-04-005B Date: 010901 Fuel Injectors - Hard Starts/Poor Driveability/Misfire File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-04-005B Date: September, 2001 TECHNICAL Subject: Driveability Symptoms Due to Clogged Fuel Injectors (Clean Injectors) Models: 1994-1996 Buick Regal 1994-1999 Buick Century 1994-1998 Buick Skylark 1994-1996 Chevrolet Corsica, Beretta 1995-1999 Chevrolet Lumina, Monte Carlo 1996 Lumina APV 1997-1999 Chevrolet Malibu, Venture 1994-1996 Oldsmobile Cutlass Ciera 1994-1997 Oldsmobile Achieva, Cutlass Supreme 1996-1999 Oldsmobile Silhouette 1997-1998 Oldsmobile Cutlass 1999 Oldsmobile Alero 1994-1999 Pontiac Grand Am, Grand Prix 1996-1998 Pontiac Trans Sport 1999 Pontiac Montana with 3.1 L or 3.4 L V6 Engine (VINs E, J, M - RPOs LA1, LG8, L82) This bulletin is being revised to update labor time allowance for labor operation J5645. Please discard Corporate Bulletin Number 99-06-04-005A (Section 6 - Engine). Condition Some owners may comment on driveability symptoms of long or hard starts, chuggle, rough idle and light or intermittent misfire. The malfunction indicator lamp (MIL) may also illuminate. Cause Due to various factors, the fuel injectors may become restricted. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms. Correction Fuel injector restrictions, deposits, can be cleaned on the vehicle, using the following procedure. Under NO circumstances should this procedure be modified, changed or shortened. Notice: ^ The recommended mixture amount of GM Top-Engine Cleaner has been increased from 5% to 10%. This increase was implemented to improve the effectiveness of the injector cleaning procedure. Follow the cleaning procedure carefully to minimize the risk of fuel system damage. ^ GM Top-Engine Cleaner is the only injector cleaning agent approved for use with General Motors fuel system components. Other injector cleaners, while effective, may cause damage to plastics, plated metals or bearings. General Motors has completed extensive laboratory testing of GM Top-Engine Cleaner, and can assure its compatibility with General Motors fuel system components, as long as the cleaning procedure is followed correctly. Important: This bulletin recommends the use of pre-measured containers of GM Top-Engine Cleaner, P/N 12346535, - U.S. USAGE ONLY. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel Injector: > 99-06-04-005B > Sep > 01 > Fuel Injectors - Hard Starts/Poor Driveability/Misfire > Page 5862 Pre-measured containers eliminate the need to measure the amount of GM Top-Engine Cleaner being added to the J 35800-A, injector cleaning tool. In Canada, use P/N 992872. It will be necessary to measure and dispense Top Engine Cleaner into the J 35800-A, injector cleaning tool. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles serviced under warranty, use the table. Disclaimer Injector Balance Test The following tools or their equivalent are required: ^ J 39021 Fuel Injector Coil/Balance Tester ^ J 39021-210 Fuel Injector Selector Adapter Box ^ J 39021-306 Fuel Injector Test Harness ^ J 35800-A Fuel Injector Cleaner ^ Two pre-measured GM Top-Engine Cleaner Containers, 24 ml (0.812 oz) each, P/N 12346535, U.S. USAGE ONLY. In Canada, use P/N 992872, 443.6 ml (15 oz) bottle. It will be necessary to measure and dispense 48 ml (1.6 oz) of Top Engine-Cleaner into the J 35800-A, injector cleaning tool. See Injector Cleaning Procedure below for further information. 1. Disconnect the 10-pin fuel rail electrical connector. Refer to the appropriate Service Information Manual for connector location. 2. Connect the J 39021, fuel injector coil/balance tester, to the J 39021-210, fuel injector selector adapter box. 3. Connect the J 39021-306, fuel injector test harness, to the engine 10-pin fuel rail electrical connector. This allows you to test the fuel injectors without removing the upper intake plenum. 4. Using the injector tester, J 39021, perform an injector balance test. Use the J 39021-210 to select each individual injector. Record the pressure drop of each injector. 5. Subtract the lowest pressure drop, leanest injector, from the highest pressure drop, richest injector. If there is more than a 20 kPa (3 psi) difference between the lowest and highest pressure drop, then the fuel injectors may be the cause of the driveability symptom. See the example tables below to determine if cleaning is appropriate. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel Injector: > 99-06-04-005B > Sep > 01 > Fuel Injectors - Hard Starts/Poor Driveability/Misfire > Page 5863 6. If there is a 20 kPa (3 psi) difference, or less, between the highest and lowest fuel pressure drop, the fuel injectors are operating properly and further diagnostics should be performed on the vehicle. Example One Maximum Difference: 68-41 = 27 kPa (10-6 = 4 psi) Although the pressure drop is greater than 20 kPa (3 psi), cylinder 2 stands out as being rich when compared to the other injectors. Do not clean the injectors. Replace injector number 2. Charge time to labor operation J5650. Example Two Maximum Difference: 48-23 = 25 kPa (7-3 = 4 psi) The pressure drop is greater than 20 kPa (3 psi). Injectors 1 and 3 appear to be lean when compared to injectors 2, 4, 5 and 6. Clean and re-test pressure drop. If cleaning does not restore flow on injectors 1 or 3, replace the defective injector or injectors as necessary. Charge time to labor operation J5650. Injector Cleaning Procedure 1. Remove the J 39021-306, fuel injector test harness, and reconnect the 10-pin fuel rail electrical connector. Notice: ^ GM Top-Engine Cleaner is the only injector cleaning agent recommended. Do not use other cleaning agents, as they may contain methanol which can damage fuel system components. ^ Under NO circumstances should the GM Top-Engine Cleaner be added to the vehicle fuel tank, as it may damage the fuel pump and other system components. Do not exceed a 10% cleaning solution concentration. Higher concentrations may damage fuel system components. 2. For U.S. dealers, empty 2 pre-measured GM Top-Engine Cleaner containers, 24 ml (0.812 oz) each, P/N 12346535, into the J 35800-A, injector cleaning tank. For Canadian Dealers, measure and dispense 48 ml (1.62 oz) of Top-Engine Cleaner, P/N 992872, into the J 35800-A, injector cleaning tank. 3. Fill the injector cleaning tank with regular unleaded gasoline. Be sure to follow all additional instructions provided with the tool. 4. Electrically disable the vehicle fuel pump by removing the fuel pump relay and disconnecting the oil pressure switch connector, if equipped. 5. Connect the J 35800-A to the vehicle fuel rail. Notice: Do not exceed 170 kPa (25 psi). Exceeding this pressure will allow the cleaning solution to flow past the fuel pressure regulator and into the fuel tank , which may damage the fuel pump and other system components. 6. Pressurize the J 35800-A to 170 kPa (25 psi). 7. Remove the vacuum line from the fuel pressure regulator and plug the vacuum hose. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel Injector: > 99-06-04-005B > Sep > 01 > Fuel Injectors - Hard Starts/Poor Driveability/Misfire > Page 5864 8. Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes. 9. Disconnect J 35800-A from the fuel rail. 10. Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped. 11. Reconnect the vacuum line to the fuel pressure regulator. 12. Start and idle the vehicle for an additional 2 minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines. 13. Repeat Steps 1-5 of the Injector Balance Test, and record the fuel pressure drop from each injector. 14. Subtract the lowest fuel pressure drop from the highest fuel pressure drop. If the value is 15 kPa (2 psi) or less, no additional action is required. If the value is greater than 15 kPa (2 psi), replace the injector assembly with the lowest fuel pressure drop. Follow injector replacement procedures outlined in the appropriate Service Information manual for the vehicle. 15. Road test the vehicle to verify that the customer concern has been corrected. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel Injector: > 04-06-04-051B > Jan > 06 > Fuel System - Fuel Injector Maintenance Cleaning Fuel Injector: All Technical Service Bulletins Fuel System - Fuel Injector Maintenance Cleaning Bulletin No.: 04-06-04-051B Date: January 04, 2006 INFORMATION Subject: Maintenance Cleaning of Fuel Injectors Models: 2006 and Prior All General Motors Passenger Cars and Trucks 2003-2006 HUMMER H2 2006 HUMMER H3 Supercede: This bulletin is being revised to add models and model years and update the name and part number of GM Fuel System Treatment. Please discard Corporate Bulletin Number 04-06-04-051A (Section 06 - Engine/Propulsion System). General Motors is aware that some companies are marketing tools, equipment and programs to support fuel injector cleaning as a preventative maintenance procedure. General Motors does not endorse, support or acknowledge the need for fuel injector cleaning as a preventative maintenance procedure. Fuel injector cleaning is approved only when performed as directed by a published GM driveability or DTC diagnostic service procedure. Due to variation in fuel quality in different areas of the country, the only preventative maintenance currently endorsed by GM regarding its gasoline engine fuel systems is the addition of GM Fuel System Treatment PLUS, P/N 88861011 (for U.S. ACDelco(R), use P/N 88861013) (in Canada, P/N 88861012), added to a tank of fuel at each oil change. Refer to Corporate Bulletin Number 03-06-04-030A for proper cleaning instructions. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Specifications > Electrical Specifications Fuel Injector: Electrical Specifications Voltage Voltage ECT between 50-95 degrees F (10-35 degrees C) Injector Voltage Reading 4.7- 5.8 Volts Please refer to Fuel Injector Coil Test procedure at Computers and Contol Systems Testing. Resistance Ohms Resistance Ohms ECT between 50 - 95 degrees F (10 - 35 degrees C) Ohms 11.8-12.6 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Specifications > Electrical Specifications > Page 5872 Fuel Injector: Pressure, Vacuum and Temperature Specifications Fuel Injector Pressure Drop Fuel Injector Pressure Drop If the pressure drop value for each injector is within 1.5 psi of the average drop value the fuel injectors are flowing properly. Pressure Drop 1.5 psi Fuel Injector Balance Test Example (Typical) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions Fuel Injector: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5875 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5876 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5877 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5878 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5879 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5880 Fuel Injector: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5881 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5882 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5883 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5884 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5885 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5886 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5887 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5888 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5889 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5890 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5891 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5892 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5893 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5894 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5895 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5896 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5897 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5898 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5899 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5900 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5901 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5902 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5903 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5904 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5905 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5906 Fuel Injector: Connector Views Fuel Injector Fuel Injector #1 Fuel Injector #2 Fuel Injector #3 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5907 Fuel Injector #4 Fuel Injector #5 Fuel Injector #6 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Diagrams > Diagram Information and Instructions > Page 5908 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Service Precautions > Technician Safety Information Fuel Injector: Technician Safety Information WARNING: In order to reduce the risk of fire and personal injury that may result from a fuel leak, always install the fuel injector O-Rings in the proper position. If the upper and lower O-Rings are different colors (black and brown), be sure to install the black O-Ring in the upper position and the brown O-Ring in the lower position on the fuel injector. The O-Rings are the same size but are made of different materials. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Service Precautions > Technician Safety Information > Page 5911 Fuel Injector: Vehicle Damage Warnings CAUTION: Use care in removing the fuel injectors to prevent damage to the fuel injector electrical connector pins or the fuel injector nozzles. The fuel injector is an electrical component and should not be immersed in any type of cleaner as damage to the fuel injector may result. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Service Precautions > Page 5912 Fuel Injector: Description and Operation DESCRIPTION The Sequential Multipoint Fuel Injection (SFI) fuel injector is a solenoid (3) operated device controlled by the PCM. The PCM energizes the solenoid which opens a valve (1) to allow fuel delivery onto the director plate (2). The fuel is injected under pressure in a conical spray pattern at the opening of the intake valve. Excess fuel not used by the injectors passes through the fuel pressure regulator before being returned to the fuel tank. When the PCM energizes the injector coil, a normally closed valve ball opens, allowing fuel to flow past a director plate to the injector outlet. A fuel injector which is stuck partly open will cause a loss of fuel pressure after engine shut down, causing long crank times to be noticed on some engines. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Service Precautions > Page 5913 Fuel Injector: Testing and Inspection Most GM manufacturers now use a voltage drop and/or a fuel pressure drop test to measure Fuel Injector Coil Integrity. These test sequences can be found in Computers and Control Systems, under A, C or System Diagnostic Charts. See: Computers and Control Systems/Testing and Inspection Within these tests you might find an "Ohm" reading of the Injector, but generally this measurement is No Longer Used to solely determine the Pass/Fail quality of the Injector coil. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Service Precautions > Page 5914 Fuel Injector: Service and Repair REMOVE OR DISCONNECT CAUTION: Use care in removing the fuel injectors to prevent damage to the fuel injector electrical connector pins or the fuel injector nozzles. The fuel injector is an electrical component and should not be immersed in any type of cleaner as damage to the fuel injector may result. NOTE: Important the fuel injector is serviced as a complete assembly only. If the fuel injectors are found to be leaking, the engine oil may be contaminated with fuel. 1. Relieve fuel system pressure. Refer to Fuel Pressure Release. 2. Remove the upper intake manifold. Refer to Intake Air Plenum. 3. Remove the fuel rail. Refer to Fuel Rail Assembly. 4. Remove the fuel injector retaining clips (2). 5. Remove the fuel injectors (3). 6. Remove the fuel injector Upper O-ring (1). 7. Remove the fuel injector lower O-ring (5). 8. Remove the fuel injector lower O-ring Backup (4). INSTALLATION NOTE: Important each fuel injector is calibrated for a specific flow rate. Be sure to use the correct part number when ordering replacement fuel injectors. When replacing the fuel injector O-Rings, be sure to install the brown O-Ring in the lower position. The fuel injector lower O-Ring uses a nylon collar, called the O-Ring backup, to properly position the O-Ring on the fuel injector. Be sure to reinstall the O-Ring backup, or the sealing O-Ring may move on the fuel injector when installing the fuel rail. If the sealing O-Ring is not seated properly, a vacuum leak is possible and driveability complaints may occur. 1. Install the fuel injector Upper O-ring (1). 2. Install the fuel injector lower O-ring Backup (4). 3. Install the fuel injector lower O-ring (5). 4. Install the fuel injector (3) to fuel rail. 5. Install the fuel injector retaining clips (2). 6. Install the fuel rail. Refer to Fuel Rail Assembly. 7. Install the upper intake manifold. Refer to Intake Air Plenum. 8. Install the fuel filler cap. 9. Inspect for fuel leaks through the following steps: 9.1. Turn the ignition switch to the ON position for two seconds. 9.2. Turn the ignition switch to the OFF position for ten seconds. 9.3. Turn the ignition switch to the ON position. 9.4. Check for fuel leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Quick-Connect Fittings <--> [Fuel Line Coupler] > Component Information > Service Precautions Quick-Connect Fittings: Service Precautions WARNING: To Reduce the Risk of Fire and Personal Injury: Always cover nylon fuel pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher then 115° C (239° F) for more than one hour, or more than 90° C (194° F) for any extended period. Take care not to nick or scratch the nylon fuel pipes. If damaged, they must be replaced . Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Quick-Connect Fittings <--> [Fuel Line Coupler] > Component Information > Service Precautions > Page 5918 Quick-Connect Fittings: Description and Operation Quick-Connect Fittings QUICK-CONNECT FITTINGS Quick-connect type fittings provide a simplified means of installing and connecting fuel system components. There are two types of quick-connect fittings used at different locations in the fuel system. Each type consists of a unique female socket and a compatible male connector. O-rings, located inside the female socket, provide the fuel seal. Integral locking tabs or fingers hold the fittings together. FUEL PIPE 0-RINGS Fuel feed and return pipe threaded connections at the fuel rail and fuel filter are sealed with replaceable O-ring seals. These O-rings seals are made of special material, and should only be serviced with the correct service part. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Quick-Connect Fittings <--> [Fuel Line Coupler] > Component Information > Service and Repair > Servicing Quick-Connect Fittings Quick-Connect Fittings: Service and Repair Servicing Quick-Connect Fittings Quick-Connect Fittings Removal Procedure Tools Required ^ J37O88 Tool Set, Fuel Line Quick-Connect Separator. Important: Relieve the fuel system pressure before servicing any fuel system connection. Refer to the Fuel Pressure Release Procedure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Quick-Connect Fittings <--> [Fuel Line Coupler] > Component Information > Service and Repair > Servicing Quick-Connect Fittings > Page 5921 1. Slide the dust cover from the quick-connect fitting. 2. Grasp both sides of the fitting. Twist the female connector 1/4 turn in each direction to loosen any dint within the fitting. Caution: Wear safety glasses when using compressed air, as flying dirt particles may cause eye injury. 3. Blow dirt out of the fitting using compressed air. 4. Choose the correct tool from J37O88 Tool Set for the size of the fitting. Insert the tool into the female connector, then push inward to release the locking tabs. 5. Pull the connection apart. Notice: If it is necessary to remove rust or burrs from a fuel pipe, use emery cloth in a radial motion with the pipe end in order to prevent damage to the O-ring sealing surface. 6. Using a clean shop towel, wipe off the male pipe end. 7. Inspect both ends of the fitting for dirt and burrs. Clean or replace the components as required. Installation Procedure Caution: To Reduce the Risk of Fire and Personal Injury. Before connecting the fitting, always apply a few drops of clean engine oil to the male pipe end. This will ensure proper reconnection and prevent a possible fuel leak (During normal operation, the O-rings located in the female connector will swell and may prevent proper reconnection if not lubricated. 1. Apply a few drops of clean engine oil to the male pipe end. 2. Push both sides of the fitting together to cause the retaining tabs to snap into place. 3. Once installed, pull on both sides of the fitting to make sure the connection is secure. 4. Reposition the dust cover over the quick-connect fitting. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Quick-Connect Fittings <--> [Fuel Line Coupler] > Component Information > Service and Repair > Servicing Quick-Connect Fittings > Page 5922 Quick-Connect Fittings: Service and Repair Servicing Quick-Connect Fittings (Hand Release) Removal Procedure 1. Grasp both sides of the quick-connect fitting. Twist the female connector 1/4 turn in each direction in order to loosen any dirt within the quick-connect fitting. Caution: Wear safety glasses when using compressed air because flying dirt particles may cause eye injury. 2. Using compressed air, blow any dirt out of the quick-connect fitting. 3. Squeeze the plastic retainer release tabs. 4. Pull the connection apart. Installation Procedure Caution: In order to Reduce the Risk of Fire and Personal Injury: Before connecting the fuel pipe quick-connect fitting, always apply a few drops of clean engine oil to the male fuel pipe end. This will ensure a proper re-connection and prevent a possible fuel leak (During normal operation, the O-rings in the female connector will swell, which may prevent a proper reconnection if not lubricated). 1. Apply a few drops of clean engine oil to the male fuel pipe end. 2. Push both sides of the quick-connect fitting together in order to cause the retaining tabs/fingers to snap into place. 3. Once installed, pull on both sides of the quick-connect fitting in order to make sure the connection s secure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator > Component Information > Specifications Fuel Pressure Regulator: Specifications Fuel return pipe nut ............................................................................................................................. ......................................................... 17 Nm (13 lb ft) Fuel pressure regulator attaching screw ...................................................................................................................................................... 8.5 Nm (76 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator > Component Information > Specifications > Page 5926 Fuel Pressure Regulator: Description and Operation Fuel Pressure Regulator Assembly DESCRIPTION The fuel pressure regulator is a diaphragm-operated relief valve with fuel pump pressure on one side and manifold pressure on the other. The function of the fuel pressure regulator is to maintain the fuel pressure available to the fuel injectors at 3 times barometric pressure, adjusted for engine load. The fuel pressure regulator is mounted on the fuel rail and may be serviced separately. If the fuel pressure is too low, poor performance and DTC P0171 could result. If the pressure is too high, excessive odor and/or DTC P0172 may result. Refer to Fuel System Pressure Test / System Diagnostic Tables for information on diagnosing fuel pressure conditions. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator > Component Information > Specifications > Page 5927 Fuel Pressure Regulator: Service and Repair Fuel Pressure Regulator Service REMOVE OR DISCONNECT 1. Perform Fuel Pressure Release procedure. 2. Remove the upper intake manifold. 3. Remove the fuel pressure regulator vacuum line. 4. Remove the fuel pressure regulator retaining screw. 5. Using a shop towel to catch any spilled fuel, lift and twist the fuel pressure regulator in order to remove the fuel pressure regulator from the fuel rail. 6. Remove the retainer and spacer bracket from rail and discard. 7. Remove the fuel pressure regulator from engine fuel return pipe. 8. Remove the fuel pressure regulator inlet O-Ring and discard. INSTALL OR CONNECT WARNING: The fuel return line must be connected before tightening the regulator attaching screw to prevent the regulator from rotating. Rotation of the regulator could damage the retainer and spacer bracket and lead to a fuel leak at the regulator inlet. CAUTION: ^ Compressed air must never be used to test or clean a fuel pressure regulator, as damage to the fuel pressure regulator may result. ^ If needed, the fuel pressure regulator filter screen should be cleaned with gasoline. ^ The fuel pressure regulator should not be immersed in solvent in order to prevent damage to the fuel pressure regulator. 1. Filter screen for contamination. If contaminated, remove and discard filter screen. 2. Lubricate new pressure regulator inlet O-Ring with clean engine oil and install on regulator inlet. 3. Install the fuel return pipe to regulator. 4. Install the new retainer and spacer bracket into slot on fuel rail. 5. Install the pressure regulator to fuel rail. Tighten Nut to 17 Nm (13 lb. ft.). 6. Install the fuel pressure regulator vacuum line. 7. Install the pressure regulator attaching screw. Tighten Screw to 8.5 Nm (76 lb in.). 8. Inspect and verify that retainer and spacer bracket is engaged in slots in fuel rail. Grasp and pull on regulator to ensure that it is properly seated. 9. Install the upper intake manifold. 10. Install the fuel filler cap. 11. Check for fuel leaks. - Turn ignition to ON position for 2 seconds. - Then turn to OFF for 10 seconds. - Turn the ignition to ON position. - Check for fuel leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Sensor/Switch > Component Information > Diagrams Fuel Tank Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Test Port > Component Information > Locations Fuel Pressure Test Port: Locations The Fuel Pressure Test Port is located on the fuel rail. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure > Fuel Pressure Test Port > Component Information > Locations Fuel Pressure Test Port: Locations The Fuel Pressure Test Port is located on the fuel rail. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Control Unit > Component Information > Diagrams Fuel Tank Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Locations Fuel Pump Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5947 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5948 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5949 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5950 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5951 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5952 Fuel Pump Relay: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5953 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5954 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5955 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5956 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5957 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5958 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5959 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5960 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5961 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5962 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5963 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5964 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5965 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5966 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5967 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5968 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5969 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5970 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5971 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5972 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5973 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5974 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5975 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5976 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 5977 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Page 5978 Fuel Pump Relay: Description and Operation FUEL PUMP ELECTRICAL CIRCUIT When the key is first turned ON the PCM energizes the fuel pump relay for two seconds to build up the fuel pressure quickly. If the engine is not started within two seconds, the PCM shuts the fuel pump OFF and waits until the engine is cranked. When the engine is cranked and the RPM signal has been detected by the PCM, the PCM supplies 12 volts to the fuel pump relay to energize the electric in-tank fuel pump. As a backup system to the fuel pump relay, the fuel pump can also be energized by the fuel pump and engine oil pressure indicator switch. The normally open switch closes when oil pressure reaches about 28 kPa (4 psi). If the fuel pump relay fails, the fuel pump and engine oil pressure indicator switch will close and run the fuel pump. An inoperative fuel pump relay can result in a no start condition. An inoperative fuel pump would cause a no start condition. A fuel pump which does not provide enough pressure can result in poor performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Diagrams > Page 5979 Fuel Pump Relay: Service and Repair Removal Procedure 1. Remove the underhood electrical center cover. 2. Remove the fuel pump relay (1). Installation Procedure 1. Install the fuel pump relay (1). 2. Install the underhood electrical center cover. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump Pickup Filter > Component Information > Description and Operation Fuel Pump Pickup Filter: Description and Operation Fuel Strainer A woven plastic strainer is located on the lower end of the fuel sender. This filter prevents dirt from entering the fuel line and also stops water unless the filter becomes completely submerged in water. This filter is self cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water. Therefore, should this occur, the fuel tank should be removed and thoroughly cleaned and the tank filter replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component Information > Specifications Fuel Rail: Specifications Fuel rail attaching bolt ......................................................................................................................... ........................................................ 10 Nm (7 lb. ft.) Engine fuel pipe nut .......................................... ......................................................................................................................................... 17 Nm (13 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component Information > Specifications > Page 5986 Fuel Rail: Application and ID Fuel Rail Assembly Identification An eight digit identification number is stamped on the left hand fuel rail (fueling even cylinders 2, 4, 6). Refer to this number if servicing or part replacement is required. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component Information > Specifications > Page 5987 Fuel Rail: Description and Operation GENERAL DESCRIPTION The fuel rail assembly is made up of the left hand rail (5), which delivers fuel to the even cylinders (2, 4, 6); the right hand rail (1), which delivers fuel to the odd cylinders (1, 3, 5); the fuel injectors (4); and the fuel pressure regulator assembly (3). The rail assembly is mounted to the lower section of the intake manifold and distributes fuel to the cylinders through the individual injectors. Fuel is delivered from the pump through the fuel feed pipe to the inlet fitting (2) on the fuel rail. Fuel then flows through the fuel rail to the fuel pressure regulator. The fuel pressure regulator maintains constant fuel pressure at the fuel injectors. Remaining fuel then flows through the fuel return pipe back to the tank. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component Information > Specifications > Page 5988 Fuel Rail: Service and Repair REMOVE OR DISCONNECT An eight digit identification number is stamped on the left hand fuel rail (fueling even cylinders 2,4,6), Refer to this number if servicing or part replacement is required). WARNING: In order to reduce the risk of fire and personal injury that may result from a fuel leak, always install the fuel injector O-Rings in the proper position. If the upper and lower O-Rings are different colors (black and brown), be sure to install the black O-Ring in the upper position and the brown O-Ring in the lower position on the fuel injector. The O-Rings are the same size but are made of different materials. CAUTION: Important when servicing the fuel rail assembly, precautions must be taken to prevent dirt and other contaminants from entering the fuel passages. It is recommended that the fittings be capped, and the holes be plugged during servicing. 1. Perform Fuel Pressure Release procedure. 2. Remove the upper intake manifold. 3. Remove the engine fuel feed pipe at fuel rail. 4. Remove the fuel pressure regulator from fuel rail. Refer to Fuel Pressure Regulator. 5. Remove the fuel inlet pipe and fuel pressure regulator O-Rings and discard. 6. Remove the main injector harness electrical connector. 7. Remove the coolant temperature sensor electrical connector. 8. Remove the fuel rail retaining bolts. 9. Remove the fuel rail assembly. 10. Remove the injector O-Ring seal from spray tip end of each injector. Discard seals. With the O-Ring removed, the O-Ring backup may slip off of the injector. Be sure to retain the O-Ring backup for reuse, INSTALL OR CONNECT CAUTION: ^ Care must be taken not to damage/dirty the fuel injector electrical connectors, the fuel injector tips, the O-Rings, and the inlet and the outlet of the fuel rail. ^ Compressed air must not be used to clean the fuel rail assembly, as this may damage the fuel rail components. ^ The fuel rail assembly must not be immersed in solvent in order to prevent damage to the fuel rail assembly. 1. Ensure that O-Ring backups are on injectors before installing new O-Rings. Lubricate new injector O-Ring seals with clean engine oil and install on spray tip end of each injector. 2. Install The fuel rail assembly in intake manifold. Tilt rail assembly to install injectors. 3. Install the fuel rail attaching bolts. - Tighten the fuel rail attaching bolt to 10 Nm (7 lb. ft.). 4. Install the coolant temperature sensor electrical connector. 5. Install the main injector harness electrical connector. 6. Install the new O-Rings on fuel rail inlet line and fuel pressure regulator. 7. Install the fuel feed pipe. - Tighten the engine fuel pipe nut to 17 Nm (13 lb. ft.). 8. Install the fuel pressure regulator. 9. Install the upper intake manifold. 10. Install the fuel filler cap. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Specifications Fuel Return Line: Specifications Fuel pipe mounting bolts ..................................................................................................................... ....................................................... 6.0 Nm (53 lb in) Exhaust shield bolt ........................................... .......................................................................................................................................... 2.0 Nm (18 lb in) Exhaust shield nuts ..................................................................................................................... .................................................................. 1.0 Nm (9 lb in) Engine fuel pipe fittings ........................... .................................................................................................................................................... 17 Nm (13 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Specifications > Page 5992 Fuel Return Line: Service Precautions WARNING: To Reduce the Risk of Fire and Personal Injury: Always cover nylon fuel pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher then 115° C (239° F) for more than one hour, or more than 90° C (194° F) for any extended period. Take care not to nick or scratch the nylon fuel pipes. If damaged, they must be replaced . Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Description and Operation > Fuel Pipe O-Rings Fuel Return Line: Description and Operation Fuel Pipe O-Rings Fuel feed and return pipe threaded connections at the fuel rail and fuel filter are sealed with replaceable O-ring seals. These O-rings seals are made of special material, and should only be serviced with the correct service part. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Description and Operation > Fuel Pipe O-Rings > Page 5995 Fuel Return Line: Description and Operation Nylon Fuel Pipes Caution: To Reduce the Risk of Fire and Personal injury: ^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher than 115°C (239 °F) for more than one hour, or more than 90°C (194 °F) for any extended period. ^ Take care not to nick or scratch the nylon vapor pipes. If damaged, replace the nylon vapor pipes. Nylon fuel pipes are designed to perform the same job as the steel or rubber fuel lines that they replace. The nylon pipes are constructed to withstand the maximum fuel system pressure, exposure to fuel additives and changes in temperature. There are two sizes used: 318" ID for the fuel feed, and 5/16" ID for the fuel return and are used on the modular sender. The nylon fuel pipes are somewhat flexible and can be formed around gradual turns. However, if forced into sharp bends, the nylon pipes will kink and restrict the fuel flow. Also, once exposed to fuel, the nylon pipes may become stiffer and are more likely to kink if bent too far. Take special care when working on a vehicle with nylon pipes. Quick-Connect Fittings Quick-connect fittings provide a simplified means of installing and connecting fuel system components. The fittings consist of a unique female connector and a compatible male pipe end. O-rings, located inside the female connector, provide the fuel seal. Integral locking tabs or fingers hold the fittings together. Fuel Pipe O-Rings Fuel feed and return pipe threaded connections at the fuel rail and fuel filter are sealed with replaceable O-ring seals. These O-rings seals are made of special material, and should only be serviced with the correct service part. Fuel Vapor Pipe and Hoses The fuel vapor line is made up of nylon line, steel pipe, and quick connectors. The vapor pipe, line, and hoses carry fuel vapors from the fuel tank to the charcoal canister. The fuel vapor line has a Evaporative System Service Port located between the purge solenoid and the charcoal canister. The vapor lines extend from the fuel sender to the canister. However, it does not follow the same route as the fuel feed pipe. Under no conditions use copper or aluminum tubing to replace steel tubing. Those materials do not have satisfactory durability to withstand normal vehicle vibrations and corrosion. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Service and Repair > Engine Fuel Pipes Fuel Return Line: Service and Repair Engine Fuel Pipes Removal Procedure Tools Required J 37088 tool set, Fuel Pipe Quick-Connect Separator. Notice: Do Not attempt to repair the engine fuel feed pipe or the engine fuel return pipe. If the engine fuel feed pipe or the engine fuel return pipe is damaged, replace it. 1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Release. 2. Clean all engine fuel pipe connections and areas surrounding the engine fuel pipe connections before disconnecting the engine fuel pipe connections to avoid possible contamination of the fuel system. 3. Remove the quick-connect fittings in the engine compartment. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 4. Plug the chassis fuel feed pipe and the chassis fuel return pipe as required. 5. Remove the upper intake manifold assembly. Refer to Intake Air Plenum. 6. Remove the engine fuel return pipe from the fuel pressure regulator. Discard the O-ring. 7. Remove the engine fuel feed pipe from the fuel rail. Discard the O-ring. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Service and Repair > Engine Fuel Pipes > Page 5998 Installation Procedure 1. Lubricate the new O-ring with clean engine oil, then connect the O-ring and the engine fuel return pipe to the fuel pressure regulator. 2. Lubricate the new O-ring with clean engine oil, then connect the O-ring and the engine fuel feed pipe to the fuel rail. Tighten ^ Tighten the engine fuel pipe fittings to 17 Nm (13 lb ft). 3. Install the upper intake manifold assembly. Refer to Intake Air Plenum. 4. Install the quick-connect fittings in the engine compartment. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 5. Tighten the fuel tank filler pipe cap. 6. Install the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Service and Repair > Engine Fuel Pipes > Page 5999 Fuel Return Line: Service and Repair Chassis to Fuel Sender Pipes / Hoses Removal Procedure Notice: If it is necessary to remove rust or burns from a fuel pipe use emery cloth in a radial motion with the pipe end in order to prevent damage to the O-ring sealing surface. 1. Relieve the fuel system pressure. Refer to Fuel Pressure Release. 2. Remove the fuel feed pipe quick-connect fitting at the engine compartment. Refer to Servicing Quick Connect Fittings. 3. Remove the fuel return pipe quick-connect fitting at the engine compartment. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 4. Plug the fuel lines to prevent leakage. 5. Raise the vehicle. 6. Remove the fuel feed pipe quick-connect fitting at the in-pipe fuel filter. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 7. Remove the fuel return pipe quick-connect fitting at the fuel tank Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 8. Plug the fuel lines to prevent leakage. 9. Remove the exhaust heat shield. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Service and Repair > Engine Fuel Pipes > Page 6000 10. Remove the fuel pipe mounting bolts from the body clips. In the repairable areas, cut a piece of fuel hose 100 mm (4 in) longer than portion of the line removed. If more than a 152 mm (6 in) length of pipe is removed, use a combination of steel pipe and hose so that hose lengths will not be more than 254 mm (10 in), including hose overlap on fuel line. 11. Remove the fuel pipes from the body clips. 12. Remove the fuel pipes (1) to be serviced. Installation Procedure 1. Install the fuel pipe (1) and hose hardware. 2. Position the fuel pipe in the body clips. 3. Install the fuel pipe mounting bolts into the body clips. Tighten ^ Tighten the bolts to 6.0 Nm (53 lb in). 4. Install the exhaust heat shield. Tighten - Tighten the exhaust shield bolt to 2.0 Nm (18 lb in). - Tighten the exhaust shield nuts to 1.0 Nm (9 lb in). 5. Remove the caps on the lines. 6. Install the fuel feed pipe quick-connect fitting at the in-pipe fuel filter. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 7. Install the fuel return pipe quick-connect fitting at the fuel tank. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 8. Lower the vehicle. 9. Remove the caps on the fuel lines. 10. Install the fuel feed pipe quick-connect fitting at the engine compartment. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 11. Install the fuel return pipe quick-connect fitting at the engine compartment Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 12. Install the fuel filler cap. 13. Connect the negative battery cable. 14. Inspect for fuel leaks through the following steps: 14.1. Turn the ignition switch to the ON position for two seconds. 14.2. Turn the ignition switch to the OFF position for ten seconds. 14.3. Turn the ignition switch to the ON position. 14.4. Check for fuel leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Service and Repair > Engine Fuel Pipes > Page 6001 Fuel Return Line: Service and Repair Fuel Hoses/Chassis Removal Procedure Caution: To Reduce the Risk of Fire and Personal Injury: ^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour or more than 90°C (194°F) for any extended period. ^ Take care not to nick or scratch the nylon vapor pipes. If damaged, replace the nylon vapor pipes. Notice: When replacing the EVAP pipes or the EVAP hoses, always replace them with the original equipment or parts that meet the GM specifications for those parts. When replacing EVAP pipes, the replacement pipe must have the same type of fittings as the original pipe to ensure the integrity of the connection. When replacing EVAP hoses, use only reinforced fuel-resistant hose identified with the word Fluoroelastomer or GM 616-M on the hose. The inside hose diameter must match the outside pipe diameter. Do Not use rubber hose within 100 mm (4 in) of any part of the exhaust system or within 254 mm (10 in) of the catalytic converter. 1. Remove the retaining hardware and clamp as necessary. 2. Note location and position for future reference. 3. Inspect hoses and vapor lines for cuts, swelling, cracks, kinks and distortion. 4. Remove the pipe or hose. Installation Procedure Important: Follow the same routing as original pipe or hose. 1. Install the vapor line or hose. 2. Install the retaining hardware and clamps. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Specifications Fuel Supply Line: Specifications Fuel pipe mounting bolts ..................................................................................................................... ....................................................... 6.0 Nm (53 lb in) Exhaust shield bolt ........................................... .......................................................................................................................................... 2.0 Nm (18 lb in) Exhaust shield nuts ..................................................................................................................... .................................................................. 1.0 Nm (9 lb in) Engine fuel pipe fittings ........................... .................................................................................................................................................... 17 Nm (13 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Specifications > Page 6005 Fuel Supply Line: Service Precautions WARNING: To Reduce the Risk of Fire and Personal Injury: Always cover nylon fuel pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher then 115° C (239° F) for more than one hour, or more than 90° C (194° F) for any extended period. Take care not to nick or scratch the nylon fuel pipes. If damaged, they must be replaced . Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Description and Operation > Fuel Pipe O-Rings Fuel Supply Line: Description and Operation Fuel Pipe O-Rings Fuel feed and return pipe threaded connections at the fuel rail and fuel filter are sealed with replaceable O-ring seals. These O-rings seals are made of special material, and should only be serviced with the correct service part. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Description and Operation > Fuel Pipe O-Rings > Page 6008 Fuel Supply Line: Description and Operation Nylon Fuel Pipes Caution: To Reduce the Risk of Fire and Personal injury: ^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher than 115°C (239 °F) for more than one hour, or more than 90°C (194 °F) for any extended period. ^ Take care not to nick or scratch the nylon vapor pipes. If damaged, replace the nylon vapor pipes. Nylon fuel pipes are designed to perform the same job as the steel or rubber fuel lines that they replace. The nylon pipes are constructed to withstand the maximum fuel system pressure, exposure to fuel additives and changes in temperature. There are two sizes used: 318" ID for the fuel feed, and 5/16" ID for the fuel return and are used on the modular sender. The nylon fuel pipes are somewhat flexible and can be formed around gradual turns. However, if forced into sharp bends, the nylon pipes will kink and restrict the fuel flow. Also, once exposed to fuel, the nylon pipes may become stiffer and are more likely to kink if bent too far. Take special care when working on a vehicle with nylon pipes. Quick-Connect Fittings Quick-connect fittings provide a simplified means of installing and connecting fuel system components. The fittings consist of a unique female connector and a compatible male pipe end. O-rings, located inside the female connector, provide the fuel seal. Integral locking tabs or fingers hold the fittings together. Fuel Pipe O-Rings Fuel feed and return pipe threaded connections at the fuel rail and fuel filter are sealed with replaceable O-ring seals. These O-rings seals are made of special material, and should only be serviced with the correct service part. Fuel Vapor Pipe and Hoses The fuel vapor line is made up of nylon line, steel pipe, and quick connectors. The vapor pipe, line, and hoses carry fuel vapors from the fuel tank to the charcoal canister. The fuel vapor line has a Evaporative System Service Port located between the purge solenoid and the charcoal canister. The vapor lines extend from the fuel sender to the canister. However, it does not follow the same route as the fuel feed pipe. Under no conditions use copper or aluminum tubing to replace steel tubing. Those materials do not have satisfactory durability to withstand normal vehicle vibrations and corrosion. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Service and Repair > Engine Fuel Pipes Fuel Supply Line: Service and Repair Engine Fuel Pipes Removal Procedure Tools Required J 37088 tool set, Fuel Pipe Quick-Connect Separator. Notice: Do Not attempt to repair the engine fuel feed pipe or the engine fuel return pipe. If the engine fuel feed pipe or the engine fuel return pipe is damaged, replace it. 1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Release. 2. Clean all engine fuel pipe connections and areas surrounding the engine fuel pipe connections before disconnecting the engine fuel pipe connections to avoid possible contamination of the fuel system. 3. Remove the quick-connect fittings in the engine compartment. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 4. Plug the chassis fuel feed pipe and the chassis fuel return pipe as required. 5. Remove the upper intake manifold assembly. Refer to Upper Intake Manifold. 6. Remove the engine fuel return pipe from the fuel pressure regulator. Discard the O-ring. 7. Remove the engine fuel feed pipe from the fuel rail. Discard the O-ring. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Service and Repair > Engine Fuel Pipes > Page 6011 Installation Procedure 1. Lubricate the new O-ring with clean engine oil, then connect the O-ring and the engine fuel return pipe to the fuel pressure regulator. 2. Lubricate the new O-ring with clean engine oil, then connect the O-ring and the engine fuel feed pipe to the fuel rail. Tighten ^ Tighten the engine fuel pipe fittings to 17 Nm (13 lb ft). 3. Install the upper intake manifold assembly. Refer to Upper Intake Manifold. 4. Install the quick-connect fittings in the engine compartment. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 5. Tighten the fuel tank filler pipe cap. 6. Install the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Service and Repair > Engine Fuel Pipes > Page 6012 Fuel Supply Line: Service and Repair Chassis to Fuel Sender Pipes / Hoses Removal Procedure Notice: If it is necessary to remove rust or burns from a fuel pipe use emery cloth in a radial motion with the pipe end in order to prevent damage to the O-ring sealing surface. 1. Relieve the fuel system pressure. Refer to Fuel Pressure Release. 2. Remove the fuel feed pipe quick-connect fitting at the engine compartment. Refer to Servicing Quick Connect Fittings. 3. Remove the fuel return pipe quick-connect fitting at the engine compartment. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 4. Plug the fuel lines to prevent leakage. 5. Raise the vehicle. 6. Remove the fuel feed pipe quick-connect fitting at the in-pipe fuel filter. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 7. Remove the fuel return pipe quick-connect fitting at the fuel tank Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 8. Plug the fuel lines to prevent leakage. 9. Remove the exhaust heat shield. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Service and Repair > Engine Fuel Pipes > Page 6013 10. Remove the fuel pipe mounting bolts from the body clips. In the repairable areas, cut a piece of fuel hose 100 mm (4 in) longer than portion of the line removed. If more than a 152 mm (6 in) length of pipe is removed, use a combination of steel pipe and hose so that hose lengths will not be more than 254 mm (10 in), including hose overlap on fuel line. 11. Remove the fuel pipes from the body clips. 12. Remove the fuel pipes (1) to be serviced. Installation Procedure 1. Install the fuel pipe (1) and hose hardware. 2. Position the fuel pipe in the body clips. 3. Install the fuel pipe mounting bolts into the body clips. Tighten ^ Tighten the bolts to 6.0 Nm (53 lb in). 4. Install the exhaust heat shield. Tighten - Tighten the exhaust shield bolt to 2.0 Nm (18 lb in). - Tighten the exhaust shield nuts to 1.0 Nm (9 lb in). 5. Remove the caps on the lines. 6. Install the fuel feed pipe quick-connect fitting at the in-pipe fuel filter. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 7. Install the fuel return pipe quick-connect fitting at the fuel tank. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 8. Lower the vehicle. 9. Remove the caps on the fuel lines. 10. Install the fuel feed pipe quick-connect fitting at the engine compartment. Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 11. Install the fuel return pipe quick-connect fitting at the engine compartment Refer to Servicing Quick Connect Fittings. See: Quick-Connect Fittings/Service and Repair 12. Install the fuel filler cap. 13. Connect the negative battery cable. 14. Inspect for fuel leaks through the following steps: 14.1. Turn the ignition switch to the ON position for two seconds. 14.2. Turn the ignition switch to the OFF position for ten seconds. 14.3. Turn the ignition switch to the ON position. 14.4. Check for fuel leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Service and Repair > Engine Fuel Pipes > Page 6014 Fuel Supply Line: Service and Repair Fuel Hoses/Chassis Removal Procedure Caution: To Reduce the Risk of Fire and Personal Injury: ^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour or more than 90°C (194°F) for any extended period. ^ Take care not to nick or scratch the nylon vapor pipes. If damaged, replace the nylon vapor pipes. Notice: When replacing the EVAP pipes or the EVAP hoses, always replace them with the original equipment or parts that meet the GM specifications for those parts. When replacing EVAP pipes, the replacement pipe must have the same type of fittings as the original pipe to ensure the integrity of the connection. When replacing EVAP hoses, use only reinforced fuel-resistant hose identified with the word Fluoroelastomer or GM 616-M on the hose. The inside hose diameter must match the outside pipe diameter. Do Not use rubber hose within 100 mm (4 in) of any part of the exhaust system or within 254 mm (10 in) of the catalytic converter. 1. Remove the retaining hardware and clamp as necessary. 2. Note location and position for future reference. 3. Inspect hoses and vapor lines for cuts, swelling, cracks, kinks and distortion. 4. Remove the pipe or hose. Installation Procedure Important: Follow the same routing as original pipe or hose. 1. Install the vapor line or hose. 2. Install the retaining hardware and clamps. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure Fuel Gauge Sender: Technical Service Bulletins Fuel Level Sensor - Replacement Procedure File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-07 Date: March, 1998 Subject: Fuel Level Sensor Replacement Procedure Models: 1997-98 Passenger Cars and Light Duty Trucks (Listed in Application Chart) INFORMATION This bulletin is being issued to clarify that, when fuel gauge diagnosis per the Service Manual indicates the cause to be the fuel level sensor, complete fuel sender assembly replacement is NOT required. Available fuel level sensor service packages are indicated in the application charts and should be installed following applicable Service Manual procedures and those provided in the service packages. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 6020 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 6021 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 6022 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 6023 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 6024 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 6025 Parts Information See the charts for listed for applicable part numbers. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the tables. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Page 6026 Fuel Gauge Sender: Description and Operation The Body Function Controller (BFC) calculates fuel level and sends a serial data message to the Instrument Cluster indicating fuel level. The fuel level is calculated as a ratiometric reading between the Fuel Level Sensor and an Ignition 0 reference voltage. By using this method, changes in system voltage will have no effect on fuel level. The Body Function Controller (BFC) sends changes in fuel level information to the Instrument Cluster over the Serial Peripheral Interface (SPI) serial data bus. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Sender Assembly <--> [Fuel Tank Unit] > Component Information > Description and Operation Fuel Sender Assembly: Description and Operation Modular Fuel Sender Assembly The modular fuel sender assembly mounts in the top of the fuel tank and is spring loaded to the bottom. It is designed to: ^ Provide optimum fuel level in the internal fuel reservoir during all fuel tank levels and driving conditions. ^ Improve the measuring accuracy of fuel tank level. ^ Filters coarse contaminates from the fuel. ^ House fuel pump and helps prevent fuel pump noise. ^ Include a check valve to inhibit back flow of fuel from fuel system. The fuel sender (2) consists of the following serviceable components: ^ Fuel strainer (3). ^ Level sensor (4). ^ Fuel tank pressure sensor (1). Fuel Pump An electric fuel pump located in the modular sender assembly is used to provide fuel pressure. To control fuel pump operation, a fuel pump relay and fuel pump switch are used. When the ignition lock cylinder is turned to RUN position, the fuel pump relay activates the electric fuel pump for approximately two seconds to prime the injectors. If the PCM does not receive reference pulses after this time, the PCM opens the fuel pump relay ground circuit. The relay will reactivate the fuel pump when the PCM receives reference pulses. Fuel Pump Strainer A woven plastic strainer is located on the lower end of the fuel sender. This filter prevents dirt from entering the fuel line and also stops water unless the filter becomes completely submerged in water. This filter is self cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water. Therefore, should this occur, the fuel tank should be removed and thoroughly cleaned and the tank filter replaced. Fuel Level Sensor The fuel sensor is attached to the modular fuel sender assembly. As the position of the float varies with the fuel level, the rheostat produces a variable resistance between the fuel gage and ground. The fuel gage converts this variable resistance into the fuel level reading display on the instrument panel. Fuel Tank Pressure Sensor The Fuel Tank Pressure Sensor is mounted on top of the modular fuel sender. The sensor measures the difference between the fuel vapor pressure (or vacuum) in the fuel tank and the outside air pressure. A three wire electrical harness connects it to the Powertrain Control Module (PCM). The PCM supplies a 5 volt reference signal and ground to the sensor. The sensor will return a voltage between 0.1 volts and 4.9 volts back to the PCM depending on the fuel vapor pressure in the fuel tank. When the fuel pressure in the fuel tank is equal to the outside air pressure, such as when the fuel cap is removed, the output voltage will be 1.3 volts to 1.7 volts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Sender Assembly <--> [Fuel Tank Unit] > Component Information > Service and Repair > Fuel Sender Assembly Replacement Fuel Sender Assembly: Service and Repair Fuel Sender Assembly Replacement Removal Procedure Caution: To reduce the risk of fire and personal injury that may result from a fuel leak, always replace the fuel sender gasket when reinstalling the fuel sender assembly. 1. Remove the negative battery cable. 2. Relieve system fuel pressure. Refer to Fuel Pressure Release Procedure. 3. Drain fuel tank. Refer to Draining Fuel Tank. 4. Remove the fuel tank. Refer to Fuel Tank. Important: ^ The modular fuel sender assembly may spring tip from its position. ^ When removing the modular fuel sender assembly from the fuel tank, be aware that the reservoir bucket is full of fuel. It must be tipped slightly during removal to avoid damage to the float. Discard fuel sender O-ring and replace with a new one. Carefully discard the reservoir fuel into an approved container. 5. While holding the modular fuel sender assembly down, remove the snap ring from designated slots located on the retainer. Installation Procedure 1. New O-ring on modular fuel sender (3) to tank. 2. Align tab on front of sender (2) with slot on front of retainer snap ring. 3. Slowly apply pressure to top of spring loaded sender until sender aligns flush with retainer on tank. Important: Be sure that the snap ring is fully seated within the tab slots. 4. Insert snap ring (1) into designated slots. 5. Install the fuel tank. Refer to Fuel Tank. 6. Lower vehicle. 7. Refill tank. 8. Check for fuel leaks. 8.1. Turn ignition to ON position for 2 seconds. 8.2. Then turn to OFF for 10 seconds. 8.3. Turn the ignition to ON position. 8.4. Check for fuel leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Sender Assembly <--> [Fuel Tank Unit] > Component Information > Service and Repair > Fuel Sender Assembly Replacement > Page 6032 Fuel Sender Assembly: Service and Repair Fuel Sender Assembly Replacement (Level Sensor) Removal Procedure 1. Relieve fuel system pressure. Refer to Fuel Pressure Release Procedure. 2. Drain fuel tank. Refer to Draining Fuel Tank. 3. Remove the fuel tank. Refer to Fuel Tank. 4. Remove the fuel sender assembly. Refer to Fuel Tank Unit. 5. Remove the fuel level sensor from modular fuel sender. Installation Procedure 1. Fuel level sensor to modular fuel sender. 2. Install the fuel sender assembly. Refer to Fuel Tank Unit. 3. Install the fuel tank. Refer to Fuel Tank. 4. Refill tank. 5. Check for fuel leaks. 5.1. Turn ignition to ON position for 2 seconds. 5.2. Then turn to OFF for 10 seconds. 5.3. Turn the ignition to ON position. 5.4. Check for fuel leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Sender Assembly <--> [Fuel Tank Unit] > Component Information > Service and Repair > Fuel Sender Assembly Replacement > Page 6033 Fuel Sender Assembly: Service and Repair Fuel Sender Assembly Replacement (Pump Strainer) Removal Procedure 1. Relieve fuel system pressure. Refer to Fuel Pressure Release Procedure. 2. Drain fuel tank. Refer to Draining Fuel Tank. 3. Remove the fuel tank. Refer to Fuel Tank. 4. Remove the fuel sender assembly. Refer to Fuel Tank Unit. 5. Note strainer position for future reference. 6. Support the reservoir with one hand and grasp the strainer with the other hand. 7. Using a screwdriver to pry the strainer ferrule off the reservoir. 8. Discard the strainer. Installation Procedure 1. Install the new strainer to reservoir. 2. Support the reservoir with one hand and grasp the strainer with the other hand twisting the strainer into position. 3. Install the fuel sender assembly. Refer to Fuel Tank Unit. 4. Install the fuel tank. Refer to Fuel Tank. 5. Refill tank. 6. Check for fuel leaks. 6.1. Turn ignition to ON position for 2 seconds. 6.2. Then turn to OFF for 10 seconds. 6.3. Turn the ignition to ON position. 6.4. Check for fuel leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Specifications Idle Speed/Throttle Actuator - Electronic: Specifications Mounting Screw Torque....................................................................................................................... ......................................................... 3 Nm (27 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Specifications > Page 6037 Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions Idle Speed/Throttle Actuator - Electronic: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6040 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6041 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6042 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6043 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6044 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6045 Idle Speed/Throttle Actuator - Electronic: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6046 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6047 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6048 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6049 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6050 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6051 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6052 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6053 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6054 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6055 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6056 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6057 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6058 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6059 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6060 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6061 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6062 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6063 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6064 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6065 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6066 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6067 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6068 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6069 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6070 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6071 Idle Air Control (IAC) Valve Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Diagram Information and Instructions > Page 6072 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Page 6073 Idle Speed/Throttle Actuator - Electronic: Description and Operation DESCRIPTION The purpose of the Idle Air Control (IAC) valve is to control engine idle speed, while preventing stalls due to changes in engine load. OPERATION The IAC valve, mounted in the throttle body, controls bypass air around the throttle plate. By moving a conical valve, known as a pintle, in (to decrease air flow) or out (to increase air flow), a controlled amount of air can move around the throttle plate. If RPM is too low, the PCM will retract the IAC pintle, resulting in more air being bypassed around the throttle plate to increase RPM. If RPM is too high, the PCM will extend the IAC pintle, allowing less air to be bypassed around the throttle plate, decreasing RPM. The IAC pintle moves in small steps called counts. During idle, the proper position of the IAC pintle is calculated by the PCM based on battery voltage, coolant temperature, engine load, and engine RPM. If the RPM drops below a specified value, and the throttle plate is closed TP sensor voltage is between 0.20 - 0.74), the PCM senses a near stall condition. The PCM will then calculate a new IAC pintle position to prevent stalls. If the AC valve is disconnected and reconnected with the engine running, the idle RPM will be wrong. In this case, the IAC has to be reset. The IAC resets when the key is cycled ON then OFF. When servicing the IAC, it should only be disconnected or connected with the ignition OFF in order to keep from having to reset the IAC. The position of the IAC pintle affects engine start up and the idle characteristics of the vehicle. If the IAC pintle is open fully, too much air will be allowed into the manifold. This results in high idle speed, along with possible hard starting and a lean air/fuel ratio. DTC P0507 may set. If the IAC pintle is stuck closed, too little air will be allowed in the manifold. This results in a low idle speed, along with possible hard starting and a rich air/fuel ratio. DTC P0506 may set. If the IAC pintle is stuck part way open, the idle may be high or low and will not respond to changes in engine load. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Page 6074 Idle Speed/Throttle Actuator - Electronic: Adjustments Idle Air Control Valve Pintle Retraction (Manually) Before installing new IAC valve, measure the distance that the valve is extended. Measurement should be made from motor housing to end of cone. Distance should be no greater than 28 mm (1 1/8 inch). If the cone is extended too far, adjustment is required or damage may occur to the valve when installed. Adjust IAC by manually compressing or extending the pintle to achieve the correct length. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Diagrams > Page 6075 Idle Speed/Throttle Actuator - Electronic: Service and Repair REMOVAL PROCEDURE 1. Remove the electrical connector from the idle air control valve. 2. Remove the idle air control valve (2) attaching screws. 3. Remove the idle air control valve. 4. Remove the idle air control valve O-ring. INSTALLATION PROCEDURE Before installing a new idle air control valve, measure the distance that the valve is extended. The measurement should be made from the idle air control valve motor housing to end of the idle air control valve cone. The distance should be no greater than 28 mm (1-1/8 in). If the idle air control valve cone is extended too far, adjustment is required, otherwise, damage may occur when the idle air control valve is installed. Adjust the idle air control valve by manually compressing the pintle to achieve the correct length. 1. Install the new idle air control O-ring 2. Install the idle air control valve in the intake manifold. 3. Install the idle air control valve (2) attaching screws. Tighten IAC valve screws to 3.0 Nm (27 lb in). 4. Install the electrical connector to the idle air control valve. 5. The PCM will reset the idle air control valve whenever the ignition switch is turned ON, then OFF. Turn the ignition switch ON, then OFF. 6. Start the engine and allow the engine to reach operating temperature. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Intake Air Plenum > Component Information > Specifications Intake Air Plenum: Specifications Plenum Bolts Torque ........................................................................................................................... ....................................................... 25 Nm (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Intake Air Plenum > Component Information > Specifications > Page 6079 Intake Air Plenum: Service and Repair Removal Procedure 1. Drain coolant. Refer to Cooling System and Radiator. 2. Remove the air inlet duct. 3. Remove the accelerator and cruise control cables at the throttle body. 4. Remove the accelerator control cable bracket. 5. Remove the vacuum lines, noting position of hoses. 6. Remove the electrical connectors at the IAC valve, MAF, MAP, and TP sensors. 7. Remove the throttle body from the upper intake manifold. Refer to Throttle Body Assembly 8. Remove the EGR valve. 9. Remove the brake booster vacuum line. 10. Remove the ignition coil wires numbers 2, 4, and 6 from the front three spark plugs. 11. Remove the ignition coil wires from the wire retainers on top of the upper intake manifold and set wires aside. 12. Remove the ignition coil assembly front bolt. 13. Loosen ignition coil assembly rear nuts. 14. Remove the MAP sensor and bracket. 15. Remove the alternator braces. 16. Remove the upper intake manifold bolts and studs. 17. Remove the upper intake manifold and gaskets Installation Procedure Notice: Do Not use solvent of any type when cleaning the gasket surfaces on the intake manifold and the throttle body assembly, as damage to the gasket surfaces and throttle body assembly may result. Use care in cleaning the gasket surfaces on the intake manifold and the throttle body assembly, as sharp tools may damage the gasket surfaces. 1. Clean the gasket sealing surfaces. 2. Install the new upper intake manifold gaskets. 3. Install the upper intake manifold. 4. Install the upper intake manifold bolts and studs. Tighten ^ Tighten the upper intake manifold bolts and studs to 25 Nm (18 lb ft). 5. Install the alternator braces. 6. Install the MAP sensor and bracket. 7. Install the ignition coil assembly front bolts. 8. Tighten the ignition coil assembly rear nuts. 9. Install the ignition coil wires to the wire retainers on top of the upper intake manifold. 10. Install the ignition coil wires numbers 2, 4, and 6 from the front three spark plugs. 11. Install the brake booster vacuum line. 12. Install the EGR valve. 13. Install the throttle body to the upper intake manifold. Refer to Throttle Body Assembly. 14. Install the vacuum lines as noted during disassembly. 15. Install the electrical connectors at IAC valve, MAF, MAP, and TP sensors. 16. Install the accelerator control cable bracket. 17. Install the accelerator and cruise control cables at the throttle body. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Intake Air Plenum > Component Information > Specifications > Page 6080 18. Install the air inlet duct. 19. Refill coolant. Refer to Cooling System and Radiator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation Oil Pressure Switch (For Fuel Pump): Description and Operation PURPOSE The fuel pump and engine oil pressure indicator switch has two functions, to indicate low engine oil pressure and to supply battery voltage to the fuel pump in the event the fuel pump relay fails. OPERATION The Powertrain Control Module (PCM) checks the engine oil pressure continuously. If the oil pressure switch indicates low oil pressure at any time, the PCM will send information through serial data to the instrument cluster to turn "ON" the "Low Oil Pressure" telltale. The oil pressure portion of the switch has normally closed contacts that open on an increasing oil pressure of 41 kPa (6 psi) or less, and close on a decreasing pressure of 14 (2 psi). When the switch is closed, the oil pressure signal is sent to the PCM, which in turn sends the information to the instrument cluster through serial data. The oil pressure lamp on the instrument cluster is then illuminated. The fuel pump portion of the switch has a normally open contact that closes when increasing oil pressure of 41 kPa (6 psi) or less, and opens when decreasing pressure of 14 (2 psi). In the event the fuel pump relay fails, battery voltage is supplied to the fuel pump through the closed contacts from the switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation > Page 6084 Oil Pressure Switch (For Fuel Pump): Service and Repair Engine Oil Pressure Switch Removal Procedure 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Disconnect the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure sensor. Installation Procedure 1. Install the engine oil pressure sensor. 2. Tighten the oil pressure sensor to 16 Nm. 3. Connect the electrical connector to the engine oil pressure sensor. 4. Lower the vehicle. 5. Reconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Control Unit > Component Information > Diagrams Fuel Tank Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations Fuel Pump Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6094 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6095 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6096 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6097 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6098 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6099 Fuel Pump Relay: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6100 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6101 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6102 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6103 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6104 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6105 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6106 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6107 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6108 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6109 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6110 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6111 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6112 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6113 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6114 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6115 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6116 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6117 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6118 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6119 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6120 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6121 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6122 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6123 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 6124 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Page 6125 Fuel Pump Relay: Description and Operation FUEL PUMP ELECTRICAL CIRCUIT When the key is first turned ON the PCM energizes the fuel pump relay for two seconds to build up the fuel pressure quickly. If the engine is not started within two seconds, the PCM shuts the fuel pump OFF and waits until the engine is cranked. When the engine is cranked and the RPM signal has been detected by the PCM, the PCM supplies 12 volts to the fuel pump relay to energize the electric in-tank fuel pump. As a backup system to the fuel pump relay, the fuel pump can also be energized by the fuel pump and engine oil pressure indicator switch. The normally open switch closes when oil pressure reaches about 28 kPa (4 psi). If the fuel pump relay fails, the fuel pump and engine oil pressure indicator switch will close and run the fuel pump. An inoperative fuel pump relay can result in a no start condition. An inoperative fuel pump would cause a no start condition. A fuel pump which does not provide enough pressure can result in poor performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Page 6126 Fuel Pump Relay: Service and Repair Removal Procedure 1. Remove the underhood electrical center cover. 2. Remove the fuel pump relay (1). Installation Procedure 1. Install the fuel pump relay (1). 2. Install the underhood electrical center cover. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Locations Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6133 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6134 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6135 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6136 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6137 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6138 Mass Air Flow (MAF) Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6139 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6140 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6141 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6142 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6143 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6144 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6145 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6146 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6147 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6148 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6149 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6150 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6151 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6152 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6153 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6154 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6155 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6156 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6157 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6158 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6159 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6160 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6161 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6162 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6163 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6164 Mass Air Flow (MAF) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6165 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 6166 Mass Air Flow (MAF) Sensor: Description and Operation DESCRIPTION The Mass Air Flow (MAF) sensor measures the amount of air which passes through the throttle body. The PCM uses this information to determine the operating condition of the engine, to control fuel delivery. A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle. The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should read between 4 gm/s-7 gm/s on a fully warmed up engine. Values should change rather quickly on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF sensor or circuit should set DTC P0101, DTC P0102, or DTC P0103. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 6167 Mass Air Flow (MAF) Sensor: Service and Repair REMOVE OR DISCONNECT 1. Remove the MAF sensor electrical connector. 2. Remove the air inlet duct from the MAF sensor. 3. Remove the MAF sensor from the air filter housing. INSTALL OR CONNECT 1. Carefully install the MAF sensor to the air inlet grommet. 2. Install the MAF sensor to the air inlet duct. 3. Reconnect the electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Fuel Pressure Sensor/Switch > Component Information > Diagrams Fuel Tank Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation Oil Pressure Switch (For Fuel Pump): Description and Operation PURPOSE The fuel pump and engine oil pressure indicator switch has two functions, to indicate low engine oil pressure and to supply battery voltage to the fuel pump in the event the fuel pump relay fails. OPERATION The Powertrain Control Module (PCM) checks the engine oil pressure continuously. If the oil pressure switch indicates low oil pressure at any time, the PCM will send information through serial data to the instrument cluster to turn "ON" the "Low Oil Pressure" telltale. The oil pressure portion of the switch has normally closed contacts that open on an increasing oil pressure of 41 kPa (6 psi) or less, and close on a decreasing pressure of 14 (2 psi). When the switch is closed, the oil pressure signal is sent to the PCM, which in turn sends the information to the instrument cluster through serial data. The oil pressure lamp on the instrument cluster is then illuminated. The fuel pump portion of the switch has a normally open contact that closes when increasing oil pressure of 41 kPa (6 psi) or less, and opens when decreasing pressure of 14 (2 psi). In the event the fuel pump relay fails, battery voltage is supplied to the fuel pump through the closed contacts from the switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Description and Operation > Page 6174 Oil Pressure Switch (For Fuel Pump): Service and Repair Engine Oil Pressure Switch Removal Procedure 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Disconnect the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure sensor. Installation Procedure 1. Install the engine oil pressure sensor. 2. Tighten the oil pressure sensor to 16 Nm. 3. Connect the electrical connector to the engine oil pressure sensor. 4. Lower the vehicle. 5. Reconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications Throttle Position Sensor: Specifications Throttle position sensor screws [1] ............................................................................................................................................................ 2.0 Nm (18 lb in.) 1. Install the two TP sensor attaching screws, using a thread-locking compound on the screws. Loctite® 262, GM Part No. 1052624, or equivalent should be used. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Page 6178 Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6181 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6182 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6183 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6184 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6185 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6186 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6187 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6188 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6189 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6190 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6191 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6192 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6193 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6194 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6195 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6196 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6197 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6198 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6199 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6200 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6201 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6202 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6203 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6204 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6205 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6206 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6207 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6208 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6209 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6210 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6211 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6212 Throttle Position (TP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 6213 Throttle Position Sensor: Description and Operation Throttle Position (TP) Sensor DESCRIPTION The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a closed throttle position, the output of the TP sensor is low. As the throttle valve opens the TP sensor voltage increases so that at Wide Open Throttle (WOT), the TP sensor voltage should be above 4 volts. The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the PCM thinks the throttle is moving. A hard failure in the TP sensor 5 volts reference or signal circuits should set either a DTC P0122 or DTC P0123, and P1350. A hard failure with the TP sensor ground circuit may set DTCs P0123 and P0117. Once a DTC is set, the PCM will use an artificial default value based on engine RPM and mass air flow for throttle position and some vehicle performance will return. A high idle may result when either DTC P0122 or DTC P0123 is set. The PCM can detect intermittent TP sensor faults. DTC P1121 or DTC P1122 will set if an intermittent high or low circuit failure is being detected. The PCM can also detect a shifted TP sensor. The PCM monitors throttle position and compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If the PCM detects an out of range condition, DTC P0121 will be set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 6214 Throttle Position Sensor: Service and Repair Removal Procedure 1. Remove the TP sensor electrical connector. 2. Remove the 2 TP sensor attaching screws. 3. Remove the TP sensor. Installation Procedure 1. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle body assembly. 2. Install the 2 TP sensor attaching screws, using a thread-locking compound on the screws. Loctite 262, GM Part No. 1052624, or equivalent should be used. Tighten ^ Tighten the TP sensor attaching screws to 2.0 Nm (18 lb in). 3. Install the TP sensor electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Specifications > Torque Specifications Throttle Body: Specifications Torque Specifications Throttle Body Attaching nuts/bolts ............................................................................................................................................................. 28 Nm (21 lb. ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Specifications > Torque Specifications > Page 6219 Throttle Body: Specifications Minimum Throttle Body Airflow The minimum idle speed air rate is set at the factory with a stop screw and is not adjustable. If the idle speed is out of spec begin diagnosis at Powertrain Management / System Diagnosis / Flow of Diagnosis. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Specifications > Page 6220 Throttle Body: Description and Operation The throttle body has a throttle plate to control the amount of air delivered to the engine. The TP sensor (2), and IAC sensor (1) are also mounted on the throttle body. Vacuum ports located behind the throttle plate provide the vacuum signals needed by various components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Specifications > Page 6221 Throttle Body: Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Specifications > Page 6222 Removal Procedure 1. Drain coolant. Refer to Cooling System and Radiator. 2. Remove the air intake tube. 3. Remove the IAC valve electrical connector. 4. Remove the TP sensor electrical connector. 5. Remove the accelerator control and cruise control cables from the accelerator control cable bracket. 6. Remove the accelerator control cable bracket. 7. Remove the throttle body coolant bypass hoses. 8. Remove the heater pipe nut at the throttle body. 9. Remove the nuts and bolts holding the throttle body to the intake manifold. 10. Remove the throttle body assembly. Installation Procedure Notice: Do Not use solvent of any type when cleaning the gasket surfaces on the intake manifold and the throttle body assembly, as damage to the gasket surfaces and throttle body assembly may result. Use care in cleaning the gasket surfaces on the intake manifold and the throttle body assembly, as sharp tools may damage the gasket surfaces. 1. Clean the gasket surface on the intake manifold and the throttle body assembly. 2. Install a new gasket, if necessary. 3. Install the throttle body assembly. 4. Install the throttle body retaining nuts and bolts (3). Tighten ^ Tighten the throttle body retaining nuts and bolts to 28 Nm (21 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Specifications > Page 6223 5. Install the throttle body coolant bypass hoses. 6. Install the heater pipe nut at the throttle body. 7. Install the IAC valve electrical connector. 8. Install the TP sensor electrical connector. 9. Install the accelerator control cable bracket. 10. Install the accelerator control and cruise control cables. 11. Install the air intake tube. 12. Refill the coolant. Refer to Cooling System and Radiator. Important: The throttle should operate freely without binding between full closed and wide open throttle. 13. Inspect and check for complete throttle opening and closing positions by operating the accelerator pedal. Also check for poor carpet fit under the accelerator pedal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Technical Service Bulletins > Customer Interest for Throttle Cable/Linkage: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation Throttle Cable/Linkage: Customer Interest Accelerator Pedal - Hard to Depress/Cable Separation File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-63-O5A Date: August, 1997 Subject: Difficult to Depress Accelerator Pedal and/or an Accelerator Cable Separation (Install Accelerator Cable and Clip) Models: 1994-97 Buick Regal, Skylark 1994-96 Chevrolet Beretta, Corsica 1995-97 Chevrolet Lumina, Monte Carlo 1997 Chevrolet Malibu 1994-97 Pontiac Grand Prix, Grand Am 1993-97 Oldsmobile Cutlass Supreme 1994-97 Oldsmobile Achieva 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) This bulletin is being revised to remove Oldsmobile Cutlass Ciera from the models section. Please discard Corporate Bulletin Number 67-63-05 (Section 6E - Engine Fuel & Emission). Condition Some owners may experience a premature separation of the accelerator cable. Additionally, some owners may comment about a difficult to depress accelerator pedal. Cause The accelerator cable comes out of the throttle cam groove on the throttle body. This happens when slack is allowed to accumulate in the cable and a loop is formed while the throttle is opened. When the throttle is relaxed, the loop of cable may not return to the groove in the throttle cam but comes to rest along the side of the cam. A typical scenario can be either lifting up on the accelerator pedal while the cruise control is engaged and then disengaging the cruise control or if the floor mat is allowed to bunch up under the accelerator pedal. The cable will return to the cam groove if the throttle is depressed to near wide open throttle. The cable may become worn or broken if. it is allowed to wear against the throttle cam. If the cable breaks, the throttle will return to idle. Correction If the accelerator cable is broken or shows any signs of wear on the stranded wire end at the throttle cam, replace the cable and install a cable retention clip. If the cable is not broken and the cable shows no wear on the stranded wire end, install an accelerator cable retention clip. The accelerator cable retention clip can be installed by following the procedure below: 1. Hold the throttle wide open. This may easily be done from inside the vehicle by depressing the accelerator pedal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Technical Service Bulletins > Customer Interest for Throttle Cable/Linkage: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation > Page 6232 2. Install the throttle clip over the cam groove (Figure 1) in line with the existing hole in the throttle cam thus capturing the accelerator cable in the groove. Rotate the clip upward to insert the clip tang into the throttle cam hole. Rotate the clip downward and push to seat the clip tang in the throttle cam. 3. Close the throttle slowly. Do not allow the throttle to snap shut. 4. Check the throttle system for proper operation. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Technical Service Bulletins > Customer Interest for Throttle Cable/Linkage: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation > Page 6233 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use as shown. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Throttle Cable/Linkage: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation Throttle Cable/Linkage: All Technical Service Bulletins Accelerator Pedal - Hard to Depress/Cable Separation File In Section: 6E - Engine Fuel & Emission Bulletin No.: 67-63-O5A Date: August, 1997 Subject: Difficult to Depress Accelerator Pedal and/or an Accelerator Cable Separation (Install Accelerator Cable and Clip) Models: 1994-97 Buick Regal, Skylark 1994-96 Chevrolet Beretta, Corsica 1995-97 Chevrolet Lumina, Monte Carlo 1997 Chevrolet Malibu 1994-97 Pontiac Grand Prix, Grand Am 1993-97 Oldsmobile Cutlass Supreme 1994-97 Oldsmobile Achieva 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) This bulletin is being revised to remove Oldsmobile Cutlass Ciera from the models section. Please discard Corporate Bulletin Number 67-63-05 (Section 6E - Engine Fuel & Emission). Condition Some owners may experience a premature separation of the accelerator cable. Additionally, some owners may comment about a difficult to depress accelerator pedal. Cause The accelerator cable comes out of the throttle cam groove on the throttle body. This happens when slack is allowed to accumulate in the cable and a loop is formed while the throttle is opened. When the throttle is relaxed, the loop of cable may not return to the groove in the throttle cam but comes to rest along the side of the cam. A typical scenario can be either lifting up on the accelerator pedal while the cruise control is engaged and then disengaging the cruise control or if the floor mat is allowed to bunch up under the accelerator pedal. The cable will return to the cam groove if the throttle is depressed to near wide open throttle. The cable may become worn or broken if. it is allowed to wear against the throttle cam. If the cable breaks, the throttle will return to idle. Correction If the accelerator cable is broken or shows any signs of wear on the stranded wire end at the throttle cam, replace the cable and install a cable retention clip. If the cable is not broken and the cable shows no wear on the stranded wire end, install an accelerator cable retention clip. The accelerator cable retention clip can be installed by following the procedure below: 1. Hold the throttle wide open. This may easily be done from inside the vehicle by depressing the accelerator pedal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Throttle Cable/Linkage: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation > Page 6239 2. Install the throttle clip over the cam groove (Figure 1) in line with the existing hole in the throttle cam thus capturing the accelerator cable in the groove. Rotate the clip upward to insert the clip tang into the throttle cam hole. Rotate the clip downward and push to seat the clip tang in the throttle cam. 3. Close the throttle slowly. Do not allow the throttle to snap shut. 4. Check the throttle system for proper operation. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Throttle Cable/Linkage: > 67-63-05A > Aug > 97 > Accelerator Pedal - Hard to Depress/Cable Separation > Page 6240 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use as shown. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Technical Service Bulletins > Page 6241 Throttle Cable/Linkage: Specifications Throttle body nuts ................................................................................................................................ ....................................................... 26 Nm (19 lb ft) Throttle body bolts ............................................. ....................................................................................................................................... 12 Nm (106 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Technical Service Bulletins > Page 6242 Throttle Cable/Linkage: Description and Operation The accelerator control system is cable type. There are no linkage adjustments. Therefore, the specific cable for each application must be used. Only the specific replacement part will work. Always make sure that all components are installed correctly and that linkage and cables are not rubbing or binding in any manner, The throttle should operate freely without bind between closed and wide open throttle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Technical Service Bulletins > Page 6243 Throttle Cable/Linkage: Adjustments The accelerator control system is cable-type. There are no linkage adjustments. Therefore, the specific cable for each application must be used. Only the specific replacement part will work. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Service and Repair > Accelerator Control Cable Replacement Throttle Cable/Linkage: Service and Repair Accelerator Control Cable Replacement Removal Procedure 1. Remove the left instrument panel sound insulator. Refer to Instrument Panel, Gauges and Warning Indicators. 2. Remove the accelerator cable from the accelerator pedal. 3. Squeeze the accelerator cable cover tangs and push the accelerator cable through the bulkhead. 4. Remove the accelerator cable shield, if equipped. 5. Remove the accelerator cable from the retaining clips. 6. Remove the accelerator cable from the throttle body lever. 7. Remove the accelerator cable from the accelerator cable bracket. 8. Remove the accelerator cable from the vehicle noting cable routing. Installation Procedure Notice: In order to prevent possible interference and damage. flexible components (hoses, wires, conduits, etc.) must not be routed within 50 mm (2 in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Service and Repair > Accelerator Control Cable Replacement > Page 6246 of moving parts, unless the routing is positively controlled. 1. Install accelerator cable into car using routing noted during removal 2. Install the snap retainer through the bulkhead. 3. Install the accelerator cable through the slot in the accelerator pedal lever. 4. Seat the snap retainer in the accelerator pedal lever. 5. Install the accelerator cable to the throttle body lever 6. Install the accelerator cable to the accelerator cable bracket. 7. Install the accelerator cable into the retaining clips. 8. Install the left instrument panel sound insulator. Refer to Instrument Panel, Gauges and Warning Indicators. 9. Install the accelerator cable shield, if equipped. 10. Inspect and check for complete throttle opening and closing positions by operating the accelerator pedal. Also check for poor carpet fit under the accelerator pedal. 11. Inspect the throttle should operate freely, without binding, between full closed and wide open throttle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Service and Repair > Accelerator Control Cable Replacement > Page 6247 Throttle Cable/Linkage: Service and Repair Accelerator Cable Bracket Removal Procedure 1. Remove the accelerator cable cross slug from throttle body slot. 2. Depress the tangs and remove the accelerator cable from accelerator cable bracket. 3. Remove the nuts and bolts holding the accelerator cable bracket to the throttle body. 4. Remove the accelerator cable bracket. Installation Procedure 1. Install the accelerator cable bracket to throttle body. 2. Install the nuts and bolts. Tighten ^ Tighten the nuts to 26 Nm (19 lb ft). ^ Tighten the bolts to 12 Nm (106 lb in). 3. Install the accelerator cable into accelerator cable bracket. 4. Install the accelerator cable cross slug into throttle body slots. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications Throttle Position Sensor: Specifications Throttle position sensor screws [1] ............................................................................................................................................................ 2.0 Nm (18 lb in.) 1. Install the two TP sensor attaching screws, using a thread-locking compound on the screws. Loctite® 262, GM Part No. 1052624, or equivalent should be used. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Page 6251 Top Left Side Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6254 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6255 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6256 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6257 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6258 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6259 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6260 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6261 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6262 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6263 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6264 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6265 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6266 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6267 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6268 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6269 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6270 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6271 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6272 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6273 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6274 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6275 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6276 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6277 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6278 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6279 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6280 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6281 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6282 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6283 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6284 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6285 Throttle Position (TP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 6286 Throttle Position Sensor: Description and Operation Throttle Position (TP) Sensor DESCRIPTION The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a closed throttle position, the output of the TP sensor is low. As the throttle valve opens the TP sensor voltage increases so that at Wide Open Throttle (WOT), the TP sensor voltage should be above 4 volts. The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the PCM thinks the throttle is moving. A hard failure in the TP sensor 5 volts reference or signal circuits should set either a DTC P0122 or DTC P0123, and P1350. A hard failure with the TP sensor ground circuit may set DTCs P0123 and P0117. Once a DTC is set, the PCM will use an artificial default value based on engine RPM and mass air flow for throttle position and some vehicle performance will return. A high idle may result when either DTC P0122 or DTC P0123 is set. The PCM can detect intermittent TP sensor faults. DTC P1121 or DTC P1122 will set if an intermittent high or low circuit failure is being detected. The PCM can also detect a shifted TP sensor. The PCM monitors throttle position and compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If the PCM detects an out of range condition, DTC P0121 will be set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 6287 Throttle Position Sensor: Service and Repair Removal Procedure 1. Remove the TP sensor electrical connector. 2. Remove the 2 TP sensor attaching screws. 3. Remove the TP sensor. Installation Procedure 1. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle body assembly. 2. Install the 2 TP sensor attaching screws, using a thread-locking compound on the screws. Loctite 262, GM Part No. 1052624, or equivalent should be used. Tighten ^ Tighten the TP sensor attaching screws to 2.0 Nm (18 lb in). 3. Install the TP sensor electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Firing Order > Component Information > Specifications > Ignition Firing Order Firing Order: Specifications Ignition Firing Order Firing Order ......................................................................................................................................... ............................................................... 1-2-3-4-5-6 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Timing > Number One Cylinder > Component Information > Locations > Number 1 Cylinder Location Number One Cylinder: Locations Number 1 Cylinder Location NUMBER ONE CYLINDER LOCATION Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Timing > Timing Marks and Indicators > System Information > Locations Timing Marks and Indicators: Locations The ignition timing is completely controlled by the Powertrain Control Module (PCM). No timing reference marks are provided. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Specifications Camshaft Position Sensor: Specifications Camshaft Position Sensor Bolt ............................................................................................................ ........................................................... 10 Nm (8 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Specifications > Page 6304 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6307 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6308 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6309 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6310 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6311 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6312 Camshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6313 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6314 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6315 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6316 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6317 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6318 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6319 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6320 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6321 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6322 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6323 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6324 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6325 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6326 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6327 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6328 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6329 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6330 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6331 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6332 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6333 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6334 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6335 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6336 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6337 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6338 Camshaft Position (CMP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Page 6339 Camshaft Position Sensor: Description and Operation Camshaft Position Sensor DESCRIPTION The Camshaft Position Sensor (CMP) sends a cam signal to the PCM which uses it as a sync pulse to trigger the injectors in proper sequence. The CAM signal is passed through the ignition control module. It is filtered and buffered by the ignition control module, but the signal is not processed in any other way. The PCM uses the CAM signal to indicate the position of the #1 piston during its power stroke. This allows the PCM to calculate true Sequential Fuel Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is running, DTC P0341 will set. If the CAM signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. The engine can be restarted and will run in the calculated sequential mode as long as the fault is present with a 1 in 6 chance of injector sequence being correct. Refer to DTC P0341/ Diagnostic Trouble Code Tables for further information. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Page 6340 Camshaft Position Sensor: Service and Repair Camshaft Position Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt. 3. Refer to Steering and Suspension for removal of power steering pump assembly. 4. Remove the electrical connector. 5. Remove the bolt. 6. Remove the sensor. INSTALL OR CONNECT 1. Install the Camshaft Position Sensor. Tighten Retaining bolt to 10 Nm (8 lb. ft.). 2. Install the electrical Connector 3. Install the power steering pump. 4. Install the serpentine drive belt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor Crankshaft Position Sensor: Specifications 24X Crankshaft Position Sensor Camshaft Position Sensor Bolt ............................................................................................................ ......................................................... 10 Nm (8 lb. ft.) Crankshaft Balancer Bolt Torque [1] ...................................................................................................................................................... 150 Nm (110 lb. ft.) [1] Apply thread sealer GM # 1052080 or equivalent to threads. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor > Page 6345 Crankshaft Position Sensor: Specifications 7X Crankshaft Position Sensor Crankshaft Sensor Bolt Torque ........................................................................................................... .......................................................... 8 Nm (71 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) Lower Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) > Page 6348 Lower Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6351 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6352 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6353 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6354 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6355 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6356 Crankshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6357 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6358 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6359 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6360 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6361 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6362 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6363 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6364 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6365 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6366 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6367 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6368 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6369 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6370 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6371 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6372 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6373 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6374 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6375 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6376 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6377 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6378 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6379 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6380 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6381 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6382 Crankshaft Position Sensor: Connector Views 7x Crankshaft Position (CKP) Sensor 24x Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6383 Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 3X 3X Reference Low The PCM uses this signal, from the ignition control module to calculate engine speed and crankshaft position over 1280 RPM. The PCM also uses the pulses on this circuit to initiate injector pulses. If the PCM receives no pulses on this circuit, DTC P1374 will set and the PCM will use the 24X reference signal circuit for fuel and ignition control. This is a ground circuit for the digital RPM counter inside the PCM, but the wire is connected to engine ground only through the ignition control module. Although this circuit is electrically connected to the PCM, it is not connected to ground at the PCM. The PCM compares voltage pulses on the reference input circuits to pulses on this circuit, ignoring pulses that appear on both. Refer to Electronic Ignition System for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 6386 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 7X Description The 7x crankshaft position sensor is the other Hall-effect switch closer to the crankshaft. The interrupter ring is a special wheel cast on the crankshaft that has seven machined slots. six of which are equally spaced 60 degrees apart. The seventh slot is spaced 10 degrees from one of the other slots. as the interrupter ring rotates with the crankshaft, the slots change the magnetic field. this will cause the 7x the Hall-effect switch to ground the 3X signal voltage that is supplied by the ignition control module. The ignition control module interprets the 7x on-off signals as an indication of crankshaft position. The ignition control module must have the 7x signal to fire the correct ignition coil. Operation The crankshaft position sensor provides a signal used by the ignition control module. The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference pulses which the PCM uses to calculate RPM and crankshaft position Refer to Electronic Ignition System for additional information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 6387 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 24X 24X Crankshaft Position (CKP) Sensor DESCRIPTION The 24X crankshaft position sensor (1), secured in, an aluminum mounting bracket and bolted to the front left side of the engine timing chain cover, is partially behind the crankshaft. A 3-wire harness connector plugs into the sensor, connecting it to the Powertrain Control Module (PCM). The 24X Crankshaft Position (CKP) Sensor is used to improve idle spark control at engine speeds up to approximately 1250 RPM. OPERATION The 24X crankshaft position sensor contains one Hall-effect switch and magnet. The magnet and Hall-effect switch are separated by an air gap. A Hall-effect switch reacts like a solid state switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic field is shielded from the switch by a piece of steel placed in the air gap between the magnet and the switch, the signal voltage is not grounded. If the piece of steel (called an interrupter) is repeatedly moved in and out of the air gap, the signal voltage will appear to go ON-OFF-ON-OFF-ON-OFF. Compared to a conventional mechanical distributor, this ON-OFF signal is similar to the signal that a set of breaker points in the distributor would generate as the distributor shaft turned and the points opened and closed. In the case of the electronic ignition system, the piece of steel is the concentric interrupter ring mounted to the rear of the crankshaft balancer. The interrupter ring has blades and windows that, with crankshaft rotation, either block the magnetic field or allow it to close the Hall-effect switch. The Hall-effect switch produces a signal called the CKP 24X because the interrupter ring has 24 evenly spaced blades and windows. When a CKP 24X interrupter ring window is between the magnet and Hall-effect switch, the magnetic field will cause the CKP 24X Hall-effect switch to ground the CKP 24X signal voltage supplied from the PCM. The CKP 24X portion of the crankshaft position sensor produces 24 ON-OFF pulses per crankshaft revolution. The 24X signal allows the PCM to determine a more precise crankshaft position at lower RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Page 6388 Crankshaft Position Sensor: Testing and Inspection The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Computers and Control Systems/Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Computers and Control Systems/Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (7X) 7X Crank Shaft Position (CKP) Sensor Removal Procedure 1. Disconnect the negative battery cable. 2. Turn the steering wheel all the way to the left. 3. Remove the CKP electrical connector. 4. Remove the CKP fastener. 5. Remove the CKP sensor from the Engine Block. 6. if the CKP sensor is going to be re-used inspect the sensor for the following: 6.1. Inspect the CKP sensor for wear, cracks, or leakage. Replace the O-ring if necessary. 6.2. Lubricate the new O-ring with clean engine oil before installing Installation Procedure 1. Install the CKP sensor to the block. 2. Install the bolt to hold the CKP sensor to the block face. Tighten ^ Tighten the bolt to 8 Nm (71 lb in). 3. Connect the electrical connector. 4. Lower the vehicle. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) > Page 6391 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (24X) 24X Crankshaft Position (CKP) Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the vehicle on hoist. 4. Remove the crankshaft harmonic balancer retaining bolt. 5. Remove the crankshaft harmonic balancer using special tool (J 24420-B) or equivalent. 6. Note the routing of sensor harness before removal. 7. Remove the harness retaining clip with bolt (1). 8. Remove the sensor electrical connector. 9. Remove the sensor bolts (2). 10. Remove the sensor. INSTALL OR CONNECT 1. Install the 24X Crankshaft Position Sensor with bolts (2) and route harness as noted during removal. 2. Install the harness retaining clip with bolt (1). Tighten Bolts to 10 Nm (8 lb. ft.). 3. Install the sensor electrical connector. 4. Install the balancer on the crankshaft using special tool (J 29113) or equivalent. 5. Apply thread sealer GM #1052080 or equivalent to threads of the crankshaft harmonic balancer bolt. Tighten Bolt to 150 Nm (110 lb. ft.). 6. Lower vehicle. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Cable > Component Information > Specifications Ignition Cable: Specifications Spark Plug Wire Resistance .............................................................................................................................................................. Less than 30,000 Ohms. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Cable > Component Information > Specifications > Page 6395 Ignition Cable: Locations Spark Plug Wiring Spark Plug Wiring Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Cable > Component Information > Specifications > Page 6396 Ignition Cable: Service Precautions Silicone spark plug boots form a tight seal to the spark plugs. The boot should be twisted 1/2 turn while removing. DO NOT pull on the wire to remove it from a spark plug. Pull on the boot, or use a tool designed for this purpose. Care should also be exercised when connecting a timing light or other pick-up equipment. DO NOT force anything between the boot and wiring, or through the silicone jacket. Connections should be made in parallel using an adapter. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Cable > Component Information > Specifications > Page 6397 Ignition Cable: Description and Operation Description The spark plug wiring used is a carbon impregnated cord conductor encased in a 7 mm (9/32 inch) diameter silicone rubber jacket. The silicone wiring will withstand very high temperatures and also provides an excellent insulator for the higher voltage of the ignition system. The silicone spark plug boots form a tight seal on the plug and THE BOOT SHOULD BE TWISTED ONE-HALF TURN WHILE REMOVING. Care should also be exercised when connecting a timing light or other pick-up equipment. Do not force anything between the boot and wiring, or through the silicone jacket. Connections should be made in parallel using an adapter. DO NOT pull on the wire to remove. Pull on the boot, or use a tool designed for this purpose. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Cable > Component Information > Specifications > Page 6398 Ignition Cable: Service and Repair Spark Plug Wiring When replacing spark plug cables (secondary wiring), route the cables correctly and through the proper retainers. Use care when unlocking retainers. Failure to route the cables properly can lead to radio ignition noise and cross-firing of the plugs, or shorting of the leads to ground. The silicone spark plug boots form a tight seal on the plug and THE BOOT SHOULD BE TWISTED ONE-HALF TURN WHILE REMOVING. Refer to illustrations for spark plug cable routing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Coil > Component Information > Specifications Ignition Coil: Specifications Coil Pack Mounting Bolts ..................................................................................................................... ...................................................... 4-5 Nm (40 in lb) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Coil > Component Information > Specifications > Page 6402 Ignition Coil: Description and Operation Description Three twin-tower ignition coils are individually mounted to the ignition control module. Each coil provides spark for two plugs simultaneously (waste spark distribution). Each coil is serviced separately. Operation Two terminals connect each coil pack to the module. Each coil is provided a fused ignition feed. The other terminal at each coil is individually connected to the module, which will energize one coil at a time by completing and interrupting the primary circuit ground path to each coil at the proper time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Coil > Component Information > Specifications > Page 6403 Ignition Coil: Service and Repair REMOVE OR DISCONNECT 1. Remove the spark plug wires. 2. Remove the 2 screws securing ignition coil to ignition control module. 3. Remove the ignition coil. INSTALL OR CONNECT 1. Install the ignition coil. 2. Install the 2 screws. - Tighten the screws to 4-5 Nm (40 lb. in.). 3. Install the spark plug wires. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Specifications Ignition Control Module: Specifications Ignition control module screws ............................................................................................................ ...................................................... 4-5 Nm (40 lb in) Fasteners securing assembly to engine .......................................................................................................................................................... 8 Nm (70 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Specifications > Page 6407 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Diagrams > C1 Ignition Control Module: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Diagrams > C1 > Page 6410 Ignition Control Module: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Diagrams > C1 > Page 6411 Ignition Control Module: C3 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Diagrams > Page 6412 Ignition Control Module: Description and Operation The ignition control module performs the following functions: ^ It determines the correct ignition coil firing sequence, based on 7x pulses. This coil sequences occurs at start-up. After the engine is running, the module determines the sequence, and continues triggering the ignition coils in proper sequence. ^ It sends the 3x crankcase reference (fuel control) signal to the PCM. The PCM determines engine RPM from this signal, this signal is also used by the PCM to determine crankshaft speed for Ignition Control (IC) spark advance calculations. The 3X reference signal sent to the PCM by the ignition control module is an on off pulse occurring 3 times per crankshaft revolution. Circuits Affecting Ignition Control To properly control ignition timing, the PCM relies on the following information: ^ Engine load (manifold pressure or vacuum). ^ Atmospheric (barometric) pressure. ^ Engine temperature. ^ Intake air temperature. ^ Crankshaft position. ^ Engine speed (RPM). The Ignition Control (IC) system consists of the following components: ^ Ignition coils. ^ Ignition control module. ^ 7x crankshaft position sensor. ^ 24X crankshaft position sensor. ^ Powertrain control module. ^ All connecting wires. The electronic Ignition Control Module (ICM) connector terminals are identified as shown in the Electronic Ignition System graphic. These circuits perform the following functions: ^ 3X reference high The 7x crankshaft position sensor sends a signal to the electronic ignition control module which generates a reference pulse that is sent to the PCM. The PCM uses this signal to calculate crankshaft position and engine speed (also used to trigger the fuel injectors). ^ 3X reference low - This wire is grounded through the ICM and assures the ground circuit has no voltage drop between the ICM and the PCM ^ Ignition control bypass - During initial cranking, the PCM will look for synchronizing pulses from the camshaft position sensor and the 7x crankshaft position sensor. The pulses indicate the position of the #1 piston and the #1 intake valve. Five volts is applied to the bypass circuit at precisely the same time these signals are received by the PCM. This generally occurs within one or two revolutions of the crankshaft. An open or grounded bypass circuit will set a DTC P1350 and the engine will run at base ignition timing. A small amount of spark advance is built into the ignition control module to enhance performance. ^ Ignition Control (IC) - The PCM uses this circuit to trigger the electronic ignition control module. The PCM uses the crankshaft reference signal to calculate the amount of spark advance needed. ^ 24X reference signal - The 24X crankshaft position sensor increases idle quality and low speed driveability by providing better resolution at a Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Diagrams > Page 6413 calibrated RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Diagrams > Page 6414 Ignition Control Module: Service and Repair Removal Procedure 1. Remove all the electrical connectors at the ignition control module. 2. Note position of spark plug wires for installation 3. Remove the secondary ignition wires from ignition coils. 4. Remove the screws securing coil assemblies to ignition control module. 5. Remove the fasteners securing ignition control module assembly to engine. 6. Remove ignition control module. Installation Procedure 1. Install the coils to ignition control module. 2. Install the screws. Tighten ^ Tighten the screws to 4-5 Nm (40 lb in). 3. Install the fasteners securing assembly to engine. Tighten ^ Tighten the fasteners to 8 Nm (70 lb in). 4. Install the spark plug wires as noted during removal. 5. Install the electrical connectors to the ignition control module. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6420 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6421 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6422 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6423 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6424 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6425 Knock Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6426 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6427 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6428 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6429 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6430 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6431 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6432 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6433 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6434 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6435 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6436 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6437 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6438 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6439 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6440 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6441 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6442 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6443 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6444 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6445 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6446 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6447 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6448 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6449 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6450 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6451 Knock Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6452 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Page 6453 Knock Sensor: Description and Operation Description Varying octane levels in today's gasoline may cause detonation in some engines. Detonation is caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled explosion could produce a flame front opposite that of the normal flame front produced by the spark plug. The rattling sound normally associated with detonation is the result of two or more opposing pressures (flame fronts) colliding within the combustion chamber. Though light detonation is sometimes considered normal, heavy detonation could result in engine damage. To control spark knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing to reduce spark knock in the engine. This allows the engine to use maximum spark advance to improve driveability and fuel economy. ^ KS module. ^ Knock sensor. Operation The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is mounted in the engine block near the cylinders. The sensors produce an AC output voltage which increases with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the Ignition Control (IC) timing to reduce spark knock. The knock sensor is used to detect engine detonation, allowing the PCM to retard Ignition Control (IC) spark timing based on the KS signal being received. The knock sensor produces an AC signal which rides on a 5 volts DC signal supplied by the PCM. The signal amplitude and frequency is dependent upon the amount of knock being experienced. The PCM determines whether knock is occurring by comparing the signal level on the KS circuit with the voltage level on the noise channel. The noise channel allows the PCM to reject any false knock signal by indicating the amount of normal engine mechanical noise present. Normal engine noise varies depending on engine speed and load. If the voltage level on the KS noise channel circuit is below the range considered normal, DTC P0327 will set, indicating a fault in the KS circuit or one of the knock sensors. If the PCM determines that an abnormal minimum or maximum noise level is being experienced, a DTC P0326 will set. The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Page 6454 Knock Sensor: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Diagrams > Page 6455 Knock Sensor: Service and Repair REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Remove the knock sensor wiring harness connector from knock sensor. 4. Remove the knock sensor from engine block. INSTALL OR CONNECT NOTE: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and applying additional sealant will affect the sensors ability to detect detonation. 1. Install the knock sensor into engine block. 2. Install the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. 4. Disconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Specifications Ignition Control Module: Specifications Ignition control module screws ............................................................................................................ ...................................................... 4-5 Nm (40 lb in) Fasteners securing assembly to engine .......................................................................................................................................................... 8 Nm (70 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Specifications > Page 6460 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > C1 Ignition Control Module: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > C1 > Page 6463 Ignition Control Module: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > C1 > Page 6464 Ignition Control Module: C3 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 6465 Ignition Control Module: Description and Operation The ignition control module performs the following functions: ^ It determines the correct ignition coil firing sequence, based on 7x pulses. This coil sequences occurs at start-up. After the engine is running, the module determines the sequence, and continues triggering the ignition coils in proper sequence. ^ It sends the 3x crankcase reference (fuel control) signal to the PCM. The PCM determines engine RPM from this signal, this signal is also used by the PCM to determine crankshaft speed for Ignition Control (IC) spark advance calculations. The 3X reference signal sent to the PCM by the ignition control module is an on off pulse occurring 3 times per crankshaft revolution. Circuits Affecting Ignition Control To properly control ignition timing, the PCM relies on the following information: ^ Engine load (manifold pressure or vacuum). ^ Atmospheric (barometric) pressure. ^ Engine temperature. ^ Intake air temperature. ^ Crankshaft position. ^ Engine speed (RPM). The Ignition Control (IC) system consists of the following components: ^ Ignition coils. ^ Ignition control module. ^ 7x crankshaft position sensor. ^ 24X crankshaft position sensor. ^ Powertrain control module. ^ All connecting wires. The electronic Ignition Control Module (ICM) connector terminals are identified as shown in the Electronic Ignition System graphic. These circuits perform the following functions: ^ 3X reference high The 7x crankshaft position sensor sends a signal to the electronic ignition control module which generates a reference pulse that is sent to the PCM. The PCM uses this signal to calculate crankshaft position and engine speed (also used to trigger the fuel injectors). ^ 3X reference low - This wire is grounded through the ICM and assures the ground circuit has no voltage drop between the ICM and the PCM ^ Ignition control bypass - During initial cranking, the PCM will look for synchronizing pulses from the camshaft position sensor and the 7x crankshaft position sensor. The pulses indicate the position of the #1 piston and the #1 intake valve. Five volts is applied to the bypass circuit at precisely the same time these signals are received by the PCM. This generally occurs within one or two revolutions of the crankshaft. An open or grounded bypass circuit will set a DTC P1350 and the engine will run at base ignition timing. A small amount of spark advance is built into the ignition control module to enhance performance. ^ Ignition Control (IC) - The PCM uses this circuit to trigger the electronic ignition control module. The PCM uses the crankshaft reference signal to calculate the amount of spark advance needed. ^ 24X reference signal - The 24X crankshaft position sensor increases idle quality and low speed driveability by providing better resolution at a Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 6466 calibrated RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 6467 Ignition Control Module: Service and Repair Removal Procedure 1. Remove all the electrical connectors at the ignition control module. 2. Note position of spark plug wires for installation 3. Remove the secondary ignition wires from ignition coils. 4. Remove the screws securing coil assemblies to ignition control module. 5. Remove the fasteners securing ignition control module assembly to engine. 6. Remove ignition control module. Installation Procedure 1. Install the coils to ignition control module. 2. Install the screws. Tighten ^ Tighten the screws to 4-5 Nm (40 lb in). 3. Install the fasteners securing assembly to engine. Tighten ^ Tighten the fasteners to 8 Nm (70 lb in). 4. Install the spark plug wires as noted during removal. 5. Install the electrical connectors to the ignition control module. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Specifications Camshaft Position Sensor: Specifications Camshaft Position Sensor Bolt ............................................................................................................ ........................................................... 10 Nm (8 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Specifications > Page 6472 Top Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6475 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6476 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6477 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6478 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6479 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6480 Camshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6481 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6482 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6483 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6484 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6485 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6486 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6487 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6488 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6489 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6490 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6491 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6492 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6493 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6494 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6495 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6496 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6497 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6498 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6499 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6500 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6501 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6502 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6503 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6504 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6505 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6506 Camshaft Position (CMP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Page 6507 Camshaft Position Sensor: Description and Operation Camshaft Position Sensor DESCRIPTION The Camshaft Position Sensor (CMP) sends a cam signal to the PCM which uses it as a sync pulse to trigger the injectors in proper sequence. The CAM signal is passed through the ignition control module. It is filtered and buffered by the ignition control module, but the signal is not processed in any other way. The PCM uses the CAM signal to indicate the position of the #1 piston during its power stroke. This allows the PCM to calculate true Sequential Fuel Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is running, DTC P0341 will set. If the CAM signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. The engine can be restarted and will run in the calculated sequential mode as long as the fault is present with a 1 in 6 chance of injector sequence being correct. Refer to DTC P0341/ Diagnostic Trouble Code Tables for further information. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Camshaft Position Sensor > Component Information > Diagrams > Page 6508 Camshaft Position Sensor: Service and Repair Camshaft Position Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt. 3. Refer to Steering and Suspension for removal of power steering pump assembly. 4. Remove the electrical connector. 5. Remove the bolt. 6. Remove the sensor. INSTALL OR CONNECT 1. Install the Camshaft Position Sensor. Tighten Retaining bolt to 10 Nm (8 lb. ft.). 2. Install the electrical Connector 3. Install the power steering pump. 4. Install the serpentine drive belt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor Crankshaft Position Sensor: Specifications 24X Crankshaft Position Sensor Camshaft Position Sensor Bolt ............................................................................................................ ......................................................... 10 Nm (8 lb. ft.) Crankshaft Balancer Bolt Torque [1] ...................................................................................................................................................... 150 Nm (110 lb. ft.) [1] Apply thread sealer GM # 1052080 or equivalent to threads. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Specifications > 24X Crankshaft Position Sensor > Page 6513 Crankshaft Position Sensor: Specifications 7X Crankshaft Position Sensor Crankshaft Sensor Bolt Torque ........................................................................................................... .......................................................... 8 Nm (71 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) Lower Rear Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > 7X Crankshaft Position Sensor (CKP) > Page 6516 Lower Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6519 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6520 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6521 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6522 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6523 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6524 Crankshaft Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6525 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6526 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6527 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6528 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6529 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6530 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6531 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6532 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6533 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6534 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6535 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6536 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6537 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6538 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6539 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6540 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6541 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6542 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6543 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6544 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6545 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6546 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6547 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6548 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6549 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6550 Crankshaft Position Sensor: Connector Views 7x Crankshaft Position (CKP) Sensor 24x Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6551 Crankshaft Position (CKP) Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 3X 3X Reference Low The PCM uses this signal, from the ignition control module to calculate engine speed and crankshaft position over 1280 RPM. The PCM also uses the pulses on this circuit to initiate injector pulses. If the PCM receives no pulses on this circuit, DTC P1374 will set and the PCM will use the 24X reference signal circuit for fuel and ignition control. This is a ground circuit for the digital RPM counter inside the PCM, but the wire is connected to engine ground only through the ignition control module. Although this circuit is electrically connected to the PCM, it is not connected to ground at the PCM. The PCM compares voltage pulses on the reference input circuits to pulses on this circuit, ignoring pulses that appear on both. Refer to Electronic Ignition System for further information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 6554 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 7X Description The 7x crankshaft position sensor is the other Hall-effect switch closer to the crankshaft. The interrupter ring is a special wheel cast on the crankshaft that has seven machined slots. six of which are equally spaced 60 degrees apart. The seventh slot is spaced 10 degrees from one of the other slots. as the interrupter ring rotates with the crankshaft, the slots change the magnetic field. this will cause the 7x the Hall-effect switch to ground the 3X signal voltage that is supplied by the ignition control module. The ignition control module interprets the 7x on-off signals as an indication of crankshaft position. The ignition control module must have the 7x signal to fire the correct ignition coil. Operation The crankshaft position sensor provides a signal used by the ignition control module. The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference pulses which the PCM uses to calculate RPM and crankshaft position Refer to Electronic Ignition System for additional information. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Crankshaft Position (CKP) Sensor 3X > Page 6555 Crankshaft Position Sensor: Description and Operation Crankshaft Position (CKP) Sensor 24X 24X Crankshaft Position (CKP) Sensor DESCRIPTION The 24X crankshaft position sensor (1), secured in, an aluminum mounting bracket and bolted to the front left side of the engine timing chain cover, is partially behind the crankshaft. A 3-wire harness connector plugs into the sensor, connecting it to the Powertrain Control Module (PCM). The 24X Crankshaft Position (CKP) Sensor is used to improve idle spark control at engine speeds up to approximately 1250 RPM. OPERATION The 24X crankshaft position sensor contains one Hall-effect switch and magnet. The magnet and Hall-effect switch are separated by an air gap. A Hall-effect switch reacts like a solid state switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic field is shielded from the switch by a piece of steel placed in the air gap between the magnet and the switch, the signal voltage is not grounded. If the piece of steel (called an interrupter) is repeatedly moved in and out of the air gap, the signal voltage will appear to go ON-OFF-ON-OFF-ON-OFF. Compared to a conventional mechanical distributor, this ON-OFF signal is similar to the signal that a set of breaker points in the distributor would generate as the distributor shaft turned and the points opened and closed. In the case of the electronic ignition system, the piece of steel is the concentric interrupter ring mounted to the rear of the crankshaft balancer. The interrupter ring has blades and windows that, with crankshaft rotation, either block the magnetic field or allow it to close the Hall-effect switch. The Hall-effect switch produces a signal called the CKP 24X because the interrupter ring has 24 evenly spaced blades and windows. When a CKP 24X interrupter ring window is between the magnet and Hall-effect switch, the magnetic field will cause the CKP 24X Hall-effect switch to ground the CKP 24X signal voltage supplied from the PCM. The CKP 24X portion of the crankshaft position sensor produces 24 ON-OFF pulses per crankshaft revolution. The 24X signal allows the PCM to determine a more precise crankshaft position at lower RPM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Description and Operation > Page 6556 Crankshaft Position Sensor: Testing and Inspection The crankshaft position system variation compensating values are stored in the PCM non-volatile memory after a learn procedure has been performed. If the actual crankshaft position system variation is not within the crankshaft position system variation compensating values stored in the PCM, DTC P0300 may set refer to DTC P0300 Engine Misfire Detected. See: Computers and Control Systems/Testing and Inspection The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true: ^ DTC P1336 is set. ^ The PCM has been replaced. ^ The PCM has been reprogrammed. ^ The engine has been replaced. ^ The crankshaft has been replaced. ^ The crankshaft harmonic balancer has been replaced. ^ The crankshaft position sensor has been replaced. Important: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C (156°F). Allow the engine to warm to at least 70°C (156°F) before attempting the crankshaft position system variation learn procedure. The scan tool crankshaft position system variation learn function will be inhibited if any powertrain DTCs other than DTC P1336 are set before or during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X reference circuit. ^ If the scan tool indicates a problem with the Cam signal, refer to DTC P0341 CMP Sensor Circuit Performance. See: Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 3X crank signal, refer to DTC P1374 3X Reference Circuit. See: Computers and Control Systems/Testing and Inspection ^ If the scan tool indicates a problem with the 24X crank signal, refer to DTC P0336 24X Reference Signal Circuit. See: Computers and Control Systems/Testing and Inspection 1. Set the parking brake. 2. Start the engine and allow engine coolant temperature to reach at least 70°C (158°F). 3. Turn OFF the ignition switch. 4. Select the crankshaft position variation learn procedure from the scan tool special functions list. 5. Follow the instructions displayed on the scan tool. If the procedure is terminated, refer to Important above for instructions. 6. Observe DTC status for DTC P1336. 7. If the scan tool indicates that DTC P1336 ran and passed, the crankshaft position system variation learn procedure is complete. If the scan tool indicates DTC P1336 failed or not run, check for other DTCs. If no DTCs other than P1336 are set, repeat the crankshaft position system variation learn procedure as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (7X) 7X Crank Shaft Position (CKP) Sensor Removal Procedure 1. Disconnect the negative battery cable. 2. Turn the steering wheel all the way to the left. 3. Remove the CKP electrical connector. 4. Remove the CKP fastener. 5. Remove the CKP sensor from the Engine Block. 6. if the CKP sensor is going to be re-used inspect the sensor for the following: 6.1. Inspect the CKP sensor for wear, cracks, or leakage. Replace the O-ring if necessary. 6.2. Lubricate the new O-ring with clean engine oil before installing Installation Procedure 1. Install the CKP sensor to the block. 2. Install the bolt to hold the CKP sensor to the block face. Tighten ^ Tighten the bolt to 8 Nm (71 lb in). 3. Connect the electrical connector. 4. Lower the vehicle. 5. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Service and Repair > Crankshaft Position Sensor Replacement (7X) > Page 6559 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement (24X) 24X Crankshaft Position (CKP) Sensor REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the vehicle on hoist. 4. Remove the crankshaft harmonic balancer retaining bolt. 5. Remove the crankshaft harmonic balancer using special tool (J 24420-B) or equivalent. 6. Note the routing of sensor harness before removal. 7. Remove the harness retaining clip with bolt (1). 8. Remove the sensor electrical connector. 9. Remove the sensor bolts (2). 10. Remove the sensor. INSTALL OR CONNECT 1. Install the 24X Crankshaft Position Sensor with bolts (2) and route harness as noted during removal. 2. Install the harness retaining clip with bolt (1). Tighten Bolts to 10 Nm (8 lb. ft.). 3. Install the sensor electrical connector. 4. Install the balancer on the crankshaft using special tool (J 29113) or equivalent. 5. Apply thread sealer GM #1052080 or equivalent to threads of the crankshaft harmonic balancer bolt. Tighten Bolt to 150 Nm (110 lb. ft.). 6. Lower vehicle. 7. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 6569 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 6570 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 6571 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 6572 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 6573 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 6578 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 6579 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 6580 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 6590 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 6591 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 6592 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 6593 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 6594 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 6599 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 6600 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 6601 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 6606 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 6607 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 6617 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 6618 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6624 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6625 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6626 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6627 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6628 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6629 Knock Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6630 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6631 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6632 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6633 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6634 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6635 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6636 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6637 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6638 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6639 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6640 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6641 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6642 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6643 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6644 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6645 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6646 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6647 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6648 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6649 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6650 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6651 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6652 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6653 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6654 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6655 Knock Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6656 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Page 6657 Knock Sensor: Description and Operation Description Varying octane levels in today's gasoline may cause detonation in some engines. Detonation is caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled explosion could produce a flame front opposite that of the normal flame front produced by the spark plug. The rattling sound normally associated with detonation is the result of two or more opposing pressures (flame fronts) colliding within the combustion chamber. Though light detonation is sometimes considered normal, heavy detonation could result in engine damage. To control spark knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing to reduce spark knock in the engine. This allows the engine to use maximum spark advance to improve driveability and fuel economy. ^ KS module. ^ Knock sensor. Operation The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is mounted in the engine block near the cylinders. The sensors produce an AC output voltage which increases with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the Ignition Control (IC) timing to reduce spark knock. The knock sensor is used to detect engine detonation, allowing the PCM to retard Ignition Control (IC) spark timing based on the KS signal being received. The knock sensor produces an AC signal which rides on a 5 volts DC signal supplied by the PCM. The signal amplitude and frequency is dependent upon the amount of knock being experienced. The PCM determines whether knock is occurring by comparing the signal level on the KS circuit with the voltage level on the noise channel. The noise channel allows the PCM to reject any false knock signal by indicating the amount of normal engine mechanical noise present. Normal engine noise varies depending on engine speed and load. If the voltage level on the KS noise channel circuit is below the range considered normal, DTC P0327 will set, indicating a fault in the KS circuit or one of the knock sensors. If the PCM determines that an abnormal minimum or maximum noise level is being experienced, a DTC P0326 will set. The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Page 6658 Knock Sensor: Testing and Inspection The PCM contains a replaceable Knock Sensor (KS) module. The KS module contains the circuitry that allows the PCM to utilize the KS signal and diagnose the KS sensors and circuitry. If the KS module is missing or faulty causing a continuous knock condition to be indicated, the PCM will set DTC P0325. The scan tool has four data displays available for diagnosing the KS system. The 4 displays are described as follows: ^ KS Activity is used to monitor the input signal from the knock sensor. This counter will display Yes while knock is being detected. ^ Knock Retard is the indication of how much the PCM is retarding the spark. The PCM will retard spark in response to the Knock signal or the Traction Control system Desired Torque signal. ^ KS Noise Channel indicates the current voltage level being monitored on the noise channel. DTCs P0325, P0326, and P0327 are designed to diagnose the KS module, the knock sensors, and related wiring, so problems encountered with the KS system should set a DTC. However, if no DTC was set but the KS system is suspect because detonation was the customer's complaint, refer to Detonation/Spark Knock in Symptoms. See: Computers and Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Diagrams > Page 6659 Knock Sensor: Service and Repair REMOVE OR DISCONNECT 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Remove the knock sensor wiring harness connector from knock sensor. 4. Remove the knock sensor from engine block. INSTALL OR CONNECT NOTE: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and applying additional sealant will affect the sensors ability to detect detonation. 1. Install the knock sensor into engine block. 2. Install the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. 4. Disconnect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information > Specifications > Spark Plug Gap Spark Plug: Specifications Spark Plug Gap 0.060 in Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information > Specifications > Spark Plug Gap > Page 6664 Spark Plug: Specifications Spark Plug Torque 20 lb. ft. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information > Service Precautions > Technician Safety Information Spark Plug: Technician Safety Information WARNING: If you smoke while handling coated spark plugs, wear gloves to prevent transfer of coating to cigarette and subsequent burning of coating. Always wash hands after handling coated plugs. CAUTION: Observe service precautions: - Allow engine to cool BEFORE removing spark plugs. Attempting to remove spark plugs from a hot engine may cause plug to seize, causing damage to cylinder head threads. - Clean spark plug recess area BEFORE removing plug. Failure to do so can result in engine damage due to dirt or foreign material entering cylinder head, or in contamination of cylinder head threads. Contaminated threads may prevent proper seating of new plug. - Use only spark plugs specified for use in the vehicle. DO NOT install spark plugs that are either "hotter" or "colder" than those specified for the vehicle. Installing plugs of another type can severely damage the engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information > Service Precautions > Technician Safety Information > Page 6667 Spark Plug: Vehicle Damage Warnings WARNING: If you smoke while handling coated spark plugs, wear gloves to prevent transfer of coating to cigarette and subsequent burning of coating. Always wash hands after handling coated plugs. CAUTION: Observe service precautions: ^ Allow engine to cool BEFORE removing spark plugs. Attempting to remove spark plugs from a hot engine may cause plug to seize, causing damage to cylinder head threads. ^ Clean spark plug recess area BEFORE removing plug. Failure to do so can result in engine damage due to dirt or foreign material entering cylinder head, or in contamination of cylinder head threads. Contaminated threads may prevent proper seating of new plug. ^ Use only spark plugs specified for use in the vehicle. DO NOT install spark plugs that are either "hotter" or "colder" than those specified for the vehicle. Installing plugs of another type can severely damage the engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information > Service Precautions > Page 6668 Spark Plug: Application and ID Note: Use recommended part or one of equivalent quality. AC Type: 41-940 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information > Service Precautions > Page 6669 Spark Plug: Description and Operation CAUTION: This engine has aluminum cylinder heads. Allow the engine to cool before removing spark plugs, or the spark plug threads in the cylinder head may be damaged. DESCRIPTION This engine uses tapered seat resistor type spark plugs without gaskets. Always replace plugs with the same spark plug as listed. OPERATION Normal service is assumed to be a mixture of idling, slow speed, and high speed driving. Occasional or intermittent highway driving is needed for good spark plug performance because it gives increased combustion heat that bums away any excess deposits of carbon or oxides that have built up from frequent idling or continual stop-and-go driving. Spark plugs are protected by an insulating boot made of special heat-resistant material which covers the spark plug terminal and extends downward over a portion of the plug insulator. These boots prevent flash-over which causes engine mis-firing. Do not mistake corona discharge for flash-over or a shorted insulator. Corona is a steady blue light appearing around the insulator, just above the shell crimp. It is the visible evidence of a high-tension field, and has no effect on ignition performance. Usually it can be detected only in darkness. This discharge may repel dust particles, leaving a clear ring on the insulator just above the shell. This ring is sometimes mistakenly regarded as evidence that combustion gases have blown out between shell and insulator. Spark plugs must operate within certain temperature limits if they are to provide the performance and service life expected. The spark plug selected for an engine is based on the normal service which the engine was designed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information > Service Precautions > Page 6670 Spark Plug: Testing and Inspection Worn or dirty plugs may give satisfactory operation at idling speed, but under operating conditions they frequently fail. Faulty plugs are indicated in a number of ways: poor fuel economy, power loss, loss of speed, hard starting and general poor engine performance. Spark plugs may also fail due to carbon fouling, excessive gap, or a broken insulator. Fouled plugs Fouled plugs are identified by black carbon deposits. The black deposits are usually the result of slow-speed driving and short runs where sufficient engine operating temperature is seldom reached. Worn pistons, rings, faulty ignition, over-rich air/fuel mixture and spark plugs which are too cold will also result in carbon deposits. Excessive gap Excessive gap wear, on plugs of low mileage, usually indicates the engine is operating at high speeds or loads that are consistently greater than normal or that a plug which is too hot is being used. Electrode wear may also be the result of plug overheating, caused by combustion gases leaking past the threads, due to insufficient spark plug torque or too much spark plug torque. An excessively lean air/fuel mixture will also result in excessive electrode wear. Broken insulator Broken insulators are usually the result of improper installation or carelessness when regapping the plug. Broken upper insulators usually result from a poor fitting wrench or an outside impact. The cracked insulator may not show up right away, but will as soon as oil or moisture penetrates the crack. The crack is usually just below the crimped part of the shell and may not be visible. Broken lower insulators usually result from carelessness when regapping and generally are visible. This type of break may result from the plug operating too "hot," which may happen in periods of high-speed operation or under heavy loads. When regapping a spark plug, always make the gap adjustment by bending the ground (side) electrode. Spark plugs with broken insulators should always be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information > Service Precautions > Page 6671 Spark Plug: Service and Repair Spark Plug Wiring Notice: To avoid engine damage, do not remove spark plugs when engine is warm. Use care when removing spark plug wire boots from spark plugs. Twist the boot one-half turn while removing, and pull on THE BOOT ONLY to remove the wire. Remove or Disconnect 1. Ignition key OFF. 2. Remove foreign material from around the spark plug holes. 3. Remove the spark plugs using a spark plug socket. Install or Connect 1. Adjust spark plug gap using a round wire type spark plug gap gage. WHILE GAPPING PLUG BE SURE TO KEEP THE PLATINUM PADS ALIGNED TO ENSURE MAXIMUM PLUG LIFE. Refer to Specifications for gap specifications. 2. Install new plugs and tighten properly. Tighten ^ Sparkplugs to 20 Nm (15 lb ft). ^ Reapply dielectric lubricant to insulator boot. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6683 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6684 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6690 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6691 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 6692 Pressure Regulating Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 6693 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations Under Center Console Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Page 6697 Brake Transaxle Shift Interlock Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair Shift Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > Page 6701 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair Torque Converter Clutch Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Page 6705 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Lamps and Indicators Transmission and Drivetrain > Lamps and Indicators - A/T > Shift Indicator > Component Information > Diagrams Transaxle Indicator Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Description and Operation Brake Switch - TCC: Description and Operation The TCC brake switch signal indicates when the brake pedal is applied. The TCC brake switch information is used by the PCM mainly to control the Transaxle torque converter clutch. Refer to Automatic Transmission/Transaxle diagnosis for a complete description and TCC brake switch diagnosis. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair Fluid Pressure Sensor/Switch: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove pressure switch assembly (6 bolts). IMPORTANT: Inspect the O-rings for the pressure switch assembly for any damage. INSTALL OR CONNECT 1. Install the pressure switch assembly making sure all O-rings are in place. 2. Torque the 6 bolts holding the pressure switch assembly to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Connect the negative battery cable. 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6727 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6728 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6734 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6735 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Transmission Position Switch/Sensor: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Transmission Position Switch/Sensor: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 6741 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Transmission Position Switch/Sensor: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 6747 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Page 6748 Valid Input Combinations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 Transaxle Range Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 > Page 6751 Transaxle Range Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 6752 Transmission Position Switch/Sensor: Description and Operation Valid Input Combinations DESCRIPTION The Transaxle Range Switch is part of the Transaxle Park/Neutral Position (PNP) switch mounted on the transaxle manual shaft. The 4 inputs from the transaxle range switch indicate to the PCM which position is selected by the Transaxle selector lever. This information is used for transmission shift control, ignition timing, EVAP canister purge, EGR and Idle Air Control (IAC) valve operation. The combination of the four transaxle range input states determine the PCM commanded shift pattern. The input voltage level at the PCM is high (B+) when the transaxle range switch is open and low when the switch is closed to ground. The state of each input is represented on the scan tool as X=high voltage level, O=low voltage level. The four parameters represent transaxle range switch Parity, A, B, and C inputs respectively. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 6753 Transmission Position Switch/Sensor: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 6754 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 6755 Transmission Position Switch/Sensor: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Shift linkage. 3. Electrical connector. 4. Mounting bolts. 5. Switch assembly. REPLACEMENT - USING OLD SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft with switch. 3. Mounting bolts, loosely. 4. Insert J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Remove Or Disconnect 1. J 41545. IMPORTANT: After switch adjustment, verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch. REPLACEMENT - USING NEW SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft to flats in switch and install switch assembly. 3. Mounting bolts. 4. Insert tool J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Important: After switch installation verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch using Replacement - Using Old Switch procedure. Adjust 1. Place transaxle control shifter assembly in the NEUTRAL notch in detent plate. 2. Loosen switch attaching bolts. 3. Rotate switch on shifter assembly to align J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 6756 Tighten - Bolts to 24 Nm (18 ft. lbs.). 4. Remove J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions Transmission Temperature Sensor/Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6761 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6762 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6763 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6764 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6765 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6766 Transmission Temperature Sensor/Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6767 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6768 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6769 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6770 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6771 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6772 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6773 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6774 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6775 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6776 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6777 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6778 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6779 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6780 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6781 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6782 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6783 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6784 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6785 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6786 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6787 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6788 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6789 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6790 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6791 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 6792 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Page 6793 Transmission Temperature Sensor/Switch: Description and Operation Description Description The Transaxle Fluid Temperature (TFT) sensor is a thermistor which changes value based on the temperature of the transaxle fluid. A high transaxle fluid temperature may cause the vehicle to operate in "Hot Mode." While in "Hot Mode," shift points may be altered, 4th gear disabled, and Torque Converter Clutch (TCC) forced ON in 2nd gear. A failure in the TFT sensor or associated wiring should cause DTC P0712 or P0713 to set. In this case, engine coolant temperature will be substituted for the TFT sensor value, and the transaxle will operate normally. Refer to Automatic Transmission/Transaxle Diagnosis for a complete description of the TFT sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON PROM - Programmable Read Only Memory: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6802 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6803 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > Customer Interest: > 00-06-04-005 > Jan > 00 > PCM - Cold Engine Idle Hunt/Surge PROM - Programmable Read Only Memory: Customer Interest PCM - Cold Engine Idle Hunt/Surge Bulletin No.: 00-06-04-005 File In Section: 06 - Engine/Propulsion System Date: January, 2000 Subject: Cold Engine Idle Hunt/Surge (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3.1 L Engine (VIN M - RPO L82) Condition Some owners may comment on a cold engine idle hunt or surge, which diminishes as engine reaches operating temperature. Cause The PCM calibration under certain ambient conditions may induce this condition. Correction A revised calibration has been released to correct this condition. Reprogram the vehicle using the appropriate calibration listed below. Parts Information Part Number Description 09383354 PCM CAL, US 50 STATES The calibration listed is an electronic calibration and is NOT available from GMSPO. The calibration is available from Techline starting June 1999, on the TIS 2000 Disk 12 CD ROM. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time J6355 Prom - Reprogramming, Use Published On Car Labor Time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-14A > May > 98 > PROM - False DTC P0121, Throttle Position Sensor PROM - Programmable Read Only Memory: Customer Interest PROM - False DTC P0121, Throttle Position Sensor File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-14A Date: May, 1998 Subject: False DTC P0121 (Reprogram PCM) Models: 1997 Buick Century, Skylark 1997 Chevrolet Lumina, Monte Carlo, Malibu, Venture 1997 Oldsmobile Achieva, Cutlass, Cutlass Supreme, Silhouette 1997 Pontiac Grand Am, Grand Prix, Trans Sport with 3100/3400 V6 Engine (VINs M, E - RPOs L82, LA1) This bulletin is being revised to add additional models and calibration numbers. Please discard Corporate Bulletin 77-65-14 (Section 6E - Engine Fuel & Emission). Condition Some owners may experience a MIL (Malfunction Indicator Lamp) light illuminated on the vehicle's instrument panel. Additionally, the engine's normal controlled idle speed may be slightly elevated when the MIL is illuminated. Cause The current DTC (Diagnostic Trouble Code) P0121 is too sensitive. The rational check that the diagnostic calibration performs has been changed. Part of those changes involve eliminating the defaulted higher idle. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-14A > May > 98 > PROM - False DTC P0121, Throttle Position Sensor > Page 6812 Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair for DTC P0121. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 6 for 1998. Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicles PCM via a Techline Tool device. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time J6355 On-Car Prom Use published Reprogramming labor operation Flash E Prom time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle PROM - Programmable Read Only Memory: Customer Interest PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > Customer Interest: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 6817 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON PROM - Programmable Read Only Memory: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6823 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6824 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 00-06-04-005 > Jan > 00 > PCM - Cold Engine Idle Hunt/Surge PROM - Programmable Read Only Memory: All Technical Service Bulletins PCM - Cold Engine Idle Hunt/Surge Bulletin No.: 00-06-04-005 File In Section: 06 - Engine/Propulsion System Date: January, 2000 Subject: Cold Engine Idle Hunt/Surge (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3.1 L Engine (VIN M - RPO L82) Condition Some owners may comment on a cold engine idle hunt or surge, which diminishes as engine reaches operating temperature. Cause The PCM calibration under certain ambient conditions may induce this condition. Correction A revised calibration has been released to correct this condition. Reprogram the vehicle using the appropriate calibration listed below. Parts Information Part Number Description 09383354 PCM CAL, US 50 STATES The calibration listed is an electronic calibration and is NOT available from GMSPO. The calibration is available from Techline starting June 1999, on the TIS 2000 Disk 12 CD ROM. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time J6355 Prom - Reprogramming, Use Published On Car Labor Time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 99-06-04-053 > Nov > 99 > PROM - Powertrain Control Module Reprogramming PROM - Programmable Read Only Memory: All Technical Service Bulletins PROM - Powertrain Control Module Reprogramming File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-04-053 Date: November, 1999 INFORMATION Subject: Powertrain Control Module (PCM) Reprogramming (Do Not Reprogram Using the Same Download Files as Those Already Present in The Control Module) Models: 1990-2000 Passenger Cars and Trucks with Reprogrammable PCM It is strongly recommended to NOT reinstall the same software and/or calibration download file(s) into the powertrain control module as those that are already present in the PCM. There is no technical reason that the download files inside the PCM would ever become corrupted after the control module had previously been successfully programmed. A P0601 (Control Module Read Only Memory) Diagnostic Trouble Code would set in memory and the MIL would be illuminated if the controller memory became corrupted. The Techline Information System 2000 (TIS 2000) PC, combined with vehicle information gained through the Tech 2, can determine when an attempt to reprogram a PCM using the same download files (as those already in the control module) is being requested. If this is attempted, the TIS 2000 PC currently displays the following message: Notice: THE CALIBRATION SELECTED IS THE CURRENT CALIBRATION IN THE CONTROL MODULE. PROGRAMMING WITH THE SAME DOWNLOAD FILES IS NOT AN EFFECTIVE REPAIR. SELECT ( YES ) TO CONTINUE PROGRAMMING THE CONTROL MODULE,OR ( NO ) TO CANCEL. Effective in the first quarter of 2000, the TIS 2000 PC will indicate: Important: THE CALIBRATION SELECTED IS ALREADY THE CURRENT CALIBRATION IN THE CONTROL MODULE. REPROGRAMMING WITH THE SAME DOWNLOAD FILE IS NOT ALLOWED. Certain learned values, such as: (but not limited to) ^ fuel trim (previously known as block learn memory), ^ IAC learned position in various park/neutral and air conditioning on/off combinations, ^ certain OBDII diagnostic thresholds, ^ automatic transmission shift adapts will revert back to their unlearned starting point values after a reprogramming event occurs. It is feasible that the engine or transmission might temporarily operate differently after a reprogramming event, until these values are re-learned. Relearning occurs while operating the vehicle through normal driving routines. If the same download files are simply reinstalled, any changes noticed in engine operation will likely disappear in a short amount of time and/or driving distance. Reprogramming the control module with the same download files that already exist in the module will only accomplish a warranty claim for a non-effective repair, and a likely comeback. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 77-65-14A > May > 98 > PROM - False DTC P0121, Throttle Position Sensor PROM - Programmable Read Only Memory: All Technical Service Bulletins PROM - False DTC P0121, Throttle Position Sensor File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-14A Date: May, 1998 Subject: False DTC P0121 (Reprogram PCM) Models: 1997 Buick Century, Skylark 1997 Chevrolet Lumina, Monte Carlo, Malibu, Venture 1997 Oldsmobile Achieva, Cutlass, Cutlass Supreme, Silhouette 1997 Pontiac Grand Am, Grand Prix, Trans Sport with 3100/3400 V6 Engine (VINs M, E - RPOs L82, LA1) This bulletin is being revised to add additional models and calibration numbers. Please discard Corporate Bulletin 77-65-14 (Section 6E - Engine Fuel & Emission). Condition Some owners may experience a MIL (Malfunction Indicator Lamp) light illuminated on the vehicle's instrument panel. Additionally, the engine's normal controlled idle speed may be slightly elevated when the MIL is illuminated. Cause The current DTC (Diagnostic Trouble Code) P0121 is too sensitive. The rational check that the diagnostic calibration performs has been changed. Part of those changes involve eliminating the defaulted higher idle. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 77-65-14A > May > 98 > PROM - False DTC P0121, Throttle Position Sensor > Page 6837 Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair for DTC P0121. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 6 for 1998. Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicles PCM via a Techline Tool device. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time J6355 On-Car Prom Use published Reprogramming labor operation Flash E Prom time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle PROM - Programmable Read Only Memory: All Technical Service Bulletins PROM - Unstable Engine Idle File In Section: 6E - Engine Fuel & Emission Bulletin No.: 77-65-17 Date: July, 1997 Subject: Unstable Engine Idle (Reprogram PCM) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass with 3100 V6 Engine (VIN M - RPO L82) Condition Some owners may experience an unstable engine idle. The controlled engine idle may vary approximately 50 RPM from desired idle. This typically occurs during an extended idle period beyond 30 seconds with the transmission in park or neutral and the air conditioning turned off. Cause The Pre Converter Heated Oxygen Sensor (HO2S1) voltage output is driven low and holds there (lean). The Post Converter Heated Oxygen Sensor (HO2s2) voltage output will hold then at a high voltage (rich). This can drive one sensor to cancel out the other thus not allowing fuel trim or the Post Converter Heated Oxygen Sensor can take over fuel trim control. If the Post Converter Heated Oxygen takes over fuel trim control, the system thinks it is running rich and the Long Term Fuel Trim will make adjustments to lean the system. Either of these conditions will cause a rolling or hunting idle. Correction Check the calibration identification number utilizing a scan tool device. Re-flash with the updated calibration if the current calibration is not one listed in this bulletin. If the vehicle already has the most recent calibration, then refer to the appropriate service repair manual to diagnose and repair. Test drive the vehicle after repair to ensure that the condition has been corrected. The new calibrations are available from the GM Service Technology Group starting with CD number 12 for 1997. Important: There are three methods for programming a PCM 1. Direct Programming. The vehicle is directly connected via the Data Link Connector (DLC) on the Dealers/Retailers Techline equipment. (T-20 Plus, T-50 and T-60 only) Vehicle must be present. 2. Remote programming. The new program is downloaded into the Dealers/Retailers scan tool and then downloaded into the vehicle from the scan tool via the DLC. Tech 2 required. Vehicle must be present. 3. Off-Car Programming. A PCM may be programmed while removed from the vehicle by using the off-board programming adapter (OBPA), P/N 41207-B. This adapter can be connected to either the Techline Terminal for direct programming or the scan tool for remote programming. Not necessary for the vehicle to be present. Refer to the appropriate Service Manual or Techline Information for more detailed instructions. Parts Information Part Number Carline Emission 16266904 Malibu, Cutlass USA Nationwide 16266914 Malibu, Cutlass Canadian/Unleaded Export 16266924 Malibu Leaded Export Important: Do not attempt to order the calibrations from GMSPO. The calibrations are programmed into the vehicle's PCM via a Techline Tool device. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 77-65-17 > Jul > 97 > PROM - Unstable Engine Idle > Page 6842 For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter PROM - Programmable Read Only Memory: All Technical Service Bulletins PROM - Reprogram Using Off Board Program Adapter File In Section: 6E - Engine Fuel & Emission Bulletin No.: 73-65-13 Date: March, 1997 INFORMATION Subject: Reprogramming Capability using the Off Board Programming Adapter Models: 1993-97 Passenger Cars and Trucks (Applicable Reprogrammable Vehicles) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6847 The General Motors vehicles contain Electronically Reprogrammable Devices (i.e. PCM, VCM, ECM). These vehicles cannot be programmed through PROM replacement, however service programming capability is available through the Tech 1/1A, Tech 2 and Techline terminals via direct or remote programming. The Environmental Protection Agency (EPA) has requested that all new vehicle manufacturers ensure their dealers/retailers are aware that they are responsible for providing customers access to reprogramming services at a reasonable cost and in a timely manner. Although programming of controllers has become a common service practice at GM dealers/retailers, the EPA has received reports from consumers and the aftermarket repair industry that they were unable to purchase a new (programmed) Electronically Reprogrammable Device (ERD) over-the-counter. As a result, on August 1, 1995, the Federal Government issued a regulation requiring all manufacturers to make available reprogramming to the independent aftermarket by December 1, 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6848 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6849 Today, the Off Board Programming Adapter (OBPA) is used to reprogram ERD's sold over-the-counter. For all practical purposes, the OBPA takes the place of the vehicle when the vehicle is not available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6850 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6851 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6852 The list of dealerships/retailers currently own the OBPA (see Attachments 1 - 3). These locations are equipped to provide over-the-counter preprogrammed ERD's. The hardware required to perform reprogramming in addition to the OBPA is a Techline terminal, Tech 1/1A and associated cables and adapters. THE TECH 2 SHOULD NOT BE USED WITH THE OBPA AT THIS TIME BECAUSE OF INADEQUATE OBPA GROUNDING. The current OBPA can support reprogramming on all late model General Motor's vehicles except: ^ Premium V-8's ^ 1996 Diesel Truck ^ Cadillac Catera Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Technical Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6853 ^ All 1997 programmable vehicles (requires use of the Tech 2) A modification to the OBPA is being offered by Kent-Moore to support these additional vehicles and to allow reprogramming using the Tech 2. The revisions to the OBPA for the Tech 2 is very important as the Tech 2 is the only tool used for service programming for 1997 and future vehicles. To have the modifications performed, contact Kent-Moore at (800) 345-2233. The revisions (part number J 41207 REV-C) are free of charge for GM dealerships/retailers. A dealership/retailer can purchase the OBPA by contacting Kent-Moore (part number J 41207-C). Support on how to use the OBPA is provided by the Techline Customer Support Center (TCSC) at (800) 828-6860 (English) or (800) 503-3222 (French). If you need to purchase an OBPA and/or cable, contact Kent-Moore at (800) 345-2233. The OBPA retails for $695.00 (includes all revisions 1-4) under part number J 41207-C. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Other Service Bulletins for PROM - Programmable Read Only Memory: > 99-06-04-053 > Nov > 99 > PROM - Powertrain Control Module Reprogramming PROM - Programmable Read Only Memory: All Technical Service Bulletins PROM - Powertrain Control Module Reprogramming File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-04-053 Date: November, 1999 INFORMATION Subject: Powertrain Control Module (PCM) Reprogramming (Do Not Reprogram Using the Same Download Files as Those Already Present in The Control Module) Models: 1990-2000 Passenger Cars and Trucks with Reprogrammable PCM It is strongly recommended to NOT reinstall the same software and/or calibration download file(s) into the powertrain control module as those that are already present in the PCM. There is no technical reason that the download files inside the PCM would ever become corrupted after the control module had previously been successfully programmed. A P0601 (Control Module Read Only Memory) Diagnostic Trouble Code would set in memory and the MIL would be illuminated if the controller memory became corrupted. The Techline Information System 2000 (TIS 2000) PC, combined with vehicle information gained through the Tech 2, can determine when an attempt to reprogram a PCM using the same download files (as those already in the control module) is being requested. If this is attempted, the TIS 2000 PC currently displays the following message: Notice: THE CALIBRATION SELECTED IS THE CURRENT CALIBRATION IN THE CONTROL MODULE. PROGRAMMING WITH THE SAME DOWNLOAD FILES IS NOT AN EFFECTIVE REPAIR. SELECT ( YES ) TO CONTINUE PROGRAMMING THE CONTROL MODULE,OR ( NO ) TO CANCEL. Effective in the first quarter of 2000, the TIS 2000 PC will indicate: Important: THE CALIBRATION SELECTED IS ALREADY THE CURRENT CALIBRATION IN THE CONTROL MODULE. REPROGRAMMING WITH THE SAME DOWNLOAD FILE IS NOT ALLOWED. Certain learned values, such as: (but not limited to) ^ fuel trim (previously known as block learn memory), ^ IAC learned position in various park/neutral and air conditioning on/off combinations, ^ certain OBDII diagnostic thresholds, ^ automatic transmission shift adapts will revert back to their unlearned starting point values after a reprogramming event occurs. It is feasible that the engine or transmission might temporarily operate differently after a reprogramming event, until these values are re-learned. Relearning occurs while operating the vehicle through normal driving routines. If the same download files are simply reinstalled, any changes noticed in engine operation will likely disappear in a short amount of time and/or driving distance. Reprogramming the control module with the same download files that already exist in the module will only accomplish a warranty claim for a non-effective repair, and a likely comeback. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Other Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter PROM - Programmable Read Only Memory: All Technical Service Bulletins PROM - Reprogram Using Off Board Program Adapter File In Section: 6E - Engine Fuel & Emission Bulletin No.: 73-65-13 Date: March, 1997 INFORMATION Subject: Reprogramming Capability using the Off Board Programming Adapter Models: 1993-97 Passenger Cars and Trucks (Applicable Reprogrammable Vehicles) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Other Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6863 The General Motors vehicles contain Electronically Reprogrammable Devices (i.e. PCM, VCM, ECM). These vehicles cannot be programmed through PROM replacement, however service programming capability is available through the Tech 1/1A, Tech 2 and Techline terminals via direct or remote programming. The Environmental Protection Agency (EPA) has requested that all new vehicle manufacturers ensure their dealers/retailers are aware that they are responsible for providing customers access to reprogramming services at a reasonable cost and in a timely manner. Although programming of controllers has become a common service practice at GM dealers/retailers, the EPA has received reports from consumers and the aftermarket repair industry that they were unable to purchase a new (programmed) Electronically Reprogrammable Device (ERD) over-the-counter. As a result, on August 1, 1995, the Federal Government issued a regulation requiring all manufacturers to make available reprogramming to the independent aftermarket by December 1, 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Other Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6864 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Other Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6865 Today, the Off Board Programming Adapter (OBPA) is used to reprogram ERD's sold over-the-counter. For all practical purposes, the OBPA takes the place of the vehicle when the vehicle is not available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Other Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6866 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Other Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6867 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Other Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6868 The list of dealerships/retailers currently own the OBPA (see Attachments 1 - 3). These locations are equipped to provide over-the-counter preprogrammed ERD's. The hardware required to perform reprogramming in addition to the OBPA is a Techline terminal, Tech 1/1A and associated cables and adapters. THE TECH 2 SHOULD NOT BE USED WITH THE OBPA AT THIS TIME BECAUSE OF INADEQUATE OBPA GROUNDING. The current OBPA can support reprogramming on all late model General Motor's vehicles except: ^ Premium V-8's ^ 1996 Diesel Truck ^ Cadillac Catera Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > All Other Service Bulletins for PROM - Programmable Read Only Memory: > 736513 > Mar > 97 > PROM - Reprogram Using Off Board Program Adapter > Page 6869 ^ All 1997 programmable vehicles (requires use of the Tech 2) A modification to the OBPA is being offered by Kent-Moore to support these additional vehicles and to allow reprogramming using the Tech 2. The revisions to the OBPA for the Tech 2 is very important as the Tech 2 is the only tool used for service programming for 1997 and future vehicles. To have the modifications performed, contact Kent-Moore at (800) 345-2233. The revisions (part number J 41207 REV-C) are free of charge for GM dealerships/retailers. A dealership/retailer can purchase the OBPA by contacting Kent-Moore (part number J 41207-C). Support on how to use the OBPA is provided by the Techline Customer Support Center (TCSC) at (800) 828-6860 (English) or (800) 503-3222 (French). If you need to purchase an OBPA and/or cable, contact Kent-Moore at (800) 345-2233. The OBPA retails for $695.00 (includes all revisions 1-4) under part number J 41207-C. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6881 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6882 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6888 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6889 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 6890 Pressure Regulating Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 6891 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations Under Center Console Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Page 6895 Brake Transaxle Shift Interlock Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair Shift Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > Page 6899 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair Torque Converter Clutch Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Page 6903 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6914 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6915 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6921 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 6922 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 6923 Pressure Regulating Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 6924 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations Under Center Console Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Page 6928 Brake Transaxle Shift Interlock Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair Shift Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > Page 6932 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair Torque Converter Clutch Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Page 6936 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T > Component Information > Technical Service Bulletins > Customer Interest for Band Apply Servo: > 04-07-30-028A > Jan > 06 > A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Band Apply Servo: Customer Interest A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Bulletin No.: 04-07-30-028A Date: January 12, 2006 TECHNICAL Subject: 4T65-E Automatic Transmission Fluid Leak From Reverse Servo Cover (Replace Reverse Servo Cover Seal) Models: 2005 and Prior Cars and Light Duty Trucks with Automatic Transmission 4T65-E (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to announce an improved reverse servo cover seal is available from GMSPO and to advise technicians that it is no longer necessary to replace the reverse servo cover when replacing the seal. The 2005 model year vehicles are also being added. Please discard Corporate Bulletin Number 04-07-30-028 (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a fluid leak under the vehicle. A transmission fluid leak may be noted during the Pre-delivery Inspection (PDI). Cause A possible cause of a transmission fluid leak usually only during cold ambient temperatures below -6.7°C (20°F) may be the reverse servo cover seal. The reverse servo cover seal may shrink in cold ambient temperatures causing a transmission fluid leak. Correction Follow the diagnosis and repair procedure below to correct this condition. 1. Diagnose the source of the fluid leak. 2. If the source of the transmission fluid leak is the reverse servo cover, replace the reverse servo cover seal with P/N 24235894. Refer to Reverse Servo Replacement in the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T > Component Information > Technical Service Bulletins > Customer Interest for Band Apply Servo: > 04-07-30-028A > Jan > 06 > A/T - 4T65-E Fluid Leaks From Reverse Servo Cover > Page 6945 3. Clean the area around and below the cover. 4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the appropriate Service Manual. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Band Apply Servo: > 04-07-30-028A > Jan > 06 > A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Band Apply Servo: All Technical Service Bulletins A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Bulletin No.: 04-07-30-028A Date: January 12, 2006 TECHNICAL Subject: 4T65-E Automatic Transmission Fluid Leak From Reverse Servo Cover (Replace Reverse Servo Cover Seal) Models: 2005 and Prior Cars and Light Duty Trucks with Automatic Transmission 4T65-E (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to announce an improved reverse servo cover seal is available from GMSPO and to advise technicians that it is no longer necessary to replace the reverse servo cover when replacing the seal. The 2005 model year vehicles are also being added. Please discard Corporate Bulletin Number 04-07-30-028 (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a fluid leak under the vehicle. A transmission fluid leak may be noted during the Pre-delivery Inspection (PDI). Cause A possible cause of a transmission fluid leak usually only during cold ambient temperatures below -6.7°C (20°F) may be the reverse servo cover seal. The reverse servo cover seal may shrink in cold ambient temperatures causing a transmission fluid leak. Correction Follow the diagnosis and repair procedure below to correct this condition. 1. Diagnose the source of the fluid leak. 2. If the source of the transmission fluid leak is the reverse servo cover, replace the reverse servo cover seal with P/N 24235894. Refer to Reverse Servo Replacement in the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Band Apply Servo: > 04-07-30-028A > Jan > 06 > A/T - 4T65-E Fluid Leaks From Reverse Servo Cover > Page 6951 3. Clean the area around and below the cover. 4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the appropriate Service Manual. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T > Component Information > Service and Repair > LO/Reverse Servo Assembly Band Apply Servo: Service and Repair LO/Reverse Servo Assembly REMOVE OR DISCONNECT 1. Negative battery cable. 2. Raise vehicle and support the vehicle. 3. Servo cover bolts and cover. 4. Snap ring, piston assembly, sealing ring, and servo spring. - For disassembly of the servo piston assembly, refer to TRANSFER CASE. INSTALL OR CONNECT 1. Servo spring, sealing ring, piston assembly, snap ring, cover assembly and bolts. Tighten Servo cover bolts on 4T40E transaxle to 12 Nm (9 ft. lbs.). 2. Lower vehicle. 3. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T > Component Information > Service and Repair > LO/Reverse Servo Assembly > Page 6954 Band Apply Servo: Service and Repair Intermediate/4TH Servo Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T > Component Information > Service and Repair > LO/Reverse Servo Assembly > Page 6955 REMOVE OR DISCONNECT 1. Negative battery cable. 2. Raise vehicle and support the vehicle. 3. Servo cover bolts and cover. 4. Snap ring, piston assembly, sealing ring, and servo spring. - For disassembly of the servo piston assembly, refer to TRANSFER CASE. INSTALL OR CONNECT 1. Servo spring, sealing ring, piston assembly, snap ring, cover assembly and bolts. Tighten Servo cover bolts on 4T40E transaxle to 12 Nm (16 inch lbs.). 2. Lower vehicle. 3. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Brake Switch - TCC > Component Information > Description and Operation Brake Switch - TCC: Description and Operation The TCC brake switch signal indicates when the brake pedal is applied. The TCC brake switch information is used by the PCM mainly to control the Transaxle torque converter clutch. Refer to Automatic Transmission/Transaxle diagnosis for a complete description and TCC brake switch diagnosis. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T > Component Information > Service and Repair > Case Side Cover and Oil Pan Bolts Case: Service and Repair Case Side Cover and Oil Pan Bolts The self tapping bolts should be replaced with the appropriate standard service fasteners if the valve body cover of oil pan bolts are removed. Refer to TRANSFER CASE for further details. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T > Component Information > Service and Repair > Case Side Cover and Oil Pan Bolts > Page 6963 Case: Service and Repair Case Side Cover Removal Procedure ^ Tools Required: J 28467-360 Engine Support Fixture - J 24319-B Steering Linkage Puller - J 38892 Ball Joint Separator REMOVE OR DISCONNECT 1. Negative battery cable. 2. Install Engine Support Fixture, J 28467-360. 3. Air cleaner assembly. 4. Upper transaxle support assembly bolts. 5. Upper case side cover bolts. 6. Raise vehicle and support the vehicle. 7. Left wheel and tire assembly. 8. Left splash shield. 9. Transaxle mount pipe expansion bolt. 10. Transaxle mount to body bolts. 11. Lower transaxle support assembly bolts. 12. Transaxle mount and support assembly. 13. Left outer tie rod from steering knuckle assembly using J 24319-B. 14. Left ball joint from steering knuckle assembly using J 38892. 15. Brake caliper from steering knuckle assembly and support with line attached. 16. Drive axle from transaxle and support. 17. Front suspension support brace. 18. Oil cooler lines from transaxle. 19. Clips attaching wire harness to body. 20. Remove left suspension support bolts and loosen right bolts enough to remove case side cover. 21. Lower vehicle. 22. Lower transaxle with engine support fixture enough to remove case side cover. 23. Raise vehicle. 24. Case side cover bolts. 25. Case side cover and gasket. Clean - Case and side cover gasket surfaces. Installation Procedure Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T > Component Information > Service and Repair > Case Side Cover and Oil Pan Bolts > Page 6964 ^ Tools Required: J 28467-360 Engine Support Fixture - J 24319-B Steering Linkage Puller - J 38892 Ball Joint Separator INSTALL OR CONNECT 1. Install seal protector into side cover to prevent the seal from rolling. 2. Case side cover and gasket. 3. Case side cover lower bolts. Tighten Case side cover bolts in a general star pattern to 28 Nm (21 ft. lbs.). 4. Loosely install transaxle support assembly with lower bolts. 5. Lower vehicle. 6. Raise transaxle with engine support fixture. 7. Case side cover upper bolts. Tighten Case side cover bolts in a general star pattern to 28 Nm (21 ft. lbs.). 8. Upper transaxle support assembly bolts, refer to TRANSAXLE MOUNT. 9. Raise vehicle. 10. Lower transaxle support assembly bolts. 11. Transaxle mount. 12. Transaxle mount to body bolts, refer to TRANSAXLE MOUNT. 13. Attach wire harness to body. 14. Oil cooler lines to transaxle, refer to TRANSAXLE OIL COOLER PIPES. 15. Suspension support bolts, refer to FRONT SUSPENSION. 16. Front suspension support brace. 17. Drive axle to transaxle. 18. Left ball joint to steering knuckle assembly, refer to FRONT SUSPENSION. 19. Left outer tie rod to steering knuckle assembly, refer to POWER STEERING GEAR AND PUMP ON-VEHICLE SERVICE. 20. Brake caliper to steering knuckle assembly, refer to FRONT DISC BRAKES. 21. Left splash shield. 22. Left wheel and tire assembly. 23. Lower vehicle. 24. Air cleaner assembly. 25. Remove engine support fixture. 26. Negative battery cable. 27. Apply brakes, start engine and shift transaxle from reverse to drive. 28. Transaxle mount pipe expansion bolt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 01-07-30-032E > Sep > 08 > A/T - 4T65E Fluid Leaking From A/T Vent Channel Plate: Customer Interest A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 01-07-30-032E > Sep > 08 > A/T - 4T65E Fluid Leaking From A/T Vent > Page 6973 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-07-30-036H > Jan > 09 > A/T Control - DTC P0756 Diagnostic Tips Channel Plate: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-07-30-032E > Sep > 08 > A/T 4T65E Fluid Leaking From A/T Vent Channel Plate: All Technical Service Bulletins A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-07-30-032E > Sep > 08 > A/T 4T65E Fluid Leaking From A/T Vent > Page 6983 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Channel Plate: > 83-17-04 > Oct > 98 > Door Handles - On White Painted Vehicles Turning Yellow Rear Door Exterior Handle: All Technical Service Bulletins Door Handles - On White Painted Vehicles Turning Yellow File In Section: 10 - Body Bulletin No.: 83-17-04 Date: October 1998 Subject: Door Handles on White Painted Vehicles Turning Yellow (Replace Lock Cylinder and Door Handle) Models: 1992-98 Buick Skylark 1995-99 Buick Riviera 1997-99 Buick Century, Regal 1992-99 Cadillac Eldorado, Seville 1994-99 Cadillac DeVille 1997-99 Chevrolet Corvette, Malibu 1991-96 Oldsmobile Ninety Eight 1992-98 Oldsmobile Achieva 1992-99 Oldsmobile Eighty Eight, LSS, Regency 1995-99 Oldsmobile Aurora 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1992-99 Pontiac Bonneville, Grand Am 1997-99 Pontiac Grand Prix 1997-99 Chevrolet Venture 1997-99 Oldsmobile Silhouette 1997-99 Pontiac Trans Sport Condition Some customers may comment that the white paint around the door handle is turning yellow. Cause The grease that is used to lubricate the tumblers in the lock cylinder may migrate out of the cylinder and stain the paint. Correction Replace the lock cylinder and door handle. New lock cylinder kits have been released. The new kits have a black tube of grease in them which should be used on white vehicles. The old kits have either a clear tube or white tube of grease that can be used on any vehicle EXCEPT white painted vehicles. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 08-07-30-027 > Jun > 08 > A/T - No Movement in Drive or 3rd Gear Clutch: Customer Interest A/T - No Movement in Drive or 3rd Gear TECHNICAL Bulletin No.: 08-07-30-027 Date: June 04, 2008 Subject: No Movement When Transmission is Shifted to Drive or Third - Normal Operation When Shifted to Second, First or Reverse (Replace Forward Sprag Assembly) Models: 1982 - 2005 GM Passenger Cars and Light Duty Trucks 2006 - 2007 Buick Rainier 2006 Cadillac Escalade, Escalade ESV, Escalade EXT 2006 Chevrolet SSR 2006 - 2008 Chevrolet Avalanche, Colorado, Express, Silverado Classic, Silverado, Suburban, Tahoe, TrailBlazer 2006 GMC Yukon Denali, Yukon Denali XL 2006 - 2008 GMC Canyon, Envoy, Savana, Sierra Classic, Sierra, Yukon, Yukon XL 2006 Pontiac GTO 2006 - 2007 HUMMER H2 2006 - 2008 HUMMER H3 2006 - 2008 Saab 9-7X with 4L60, 4L60E, 4L65E or 4L70E Automatic Transmission (RPOs MD8, M30, M32, M33 or M70) Condition Some customers may comment that the vehicle has no movement when the transmission is shifted to DRIVE or THIRD position, but there is normal operation when it is shifted to SECOND, FIRST or REVERSE position. Cause This condition may be caused by a damaged forward sprag assembly (642). Correction When inspecting the sprag, it is important to test the sprag for proper operation by holding the outer race (644) with one hand while rotating the input sun gear (640) with the other hand. The sun gear should rotate only in the counterclockwise direction with the input sun gear facing upward. If the sprag rotates in both directions or will not rotate in either direction, the sprag elements should be inspected by removing one of the sprag assembly retaining rings (643). Refer to SI Unit Repair section for forward clutch sprag disassembly procedures. If the sprag is found to be damaged, make repairs to the transmission as necessary. A new forward roller clutch sprag assembly is now available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 08-07-30-027 > Jun > 08 > A/T - No Movement in Drive or 3rd Gear > Page 7002 If clutch debris is found, it is also very important to inspect the Pressure Control (PC) solenoid valve (377) fluid screens. Clean or replace the PC solenoid (377) as necessary. It is also important to flush and flow check the transmission oil cooler using J45096. Refer to SI Automatic Transmission Oil Cooler Flushing and Flow Test for the procedure. The notches above each sprag must point up as shown when assembled into the outer race. Bearing Assembly, Input Sun Gear Snap Ring, Overrun Clutch Hub Retaining Hub, Overrun Clutch Wear Plate, Sprag Assembly Retainer and Race Assembly, Sprag Forward Sprag Assembly Retainer Rings, Sprag Assembly Outer Race, Forward Clutch Washer, Thrust (Input Carrier to Race) The following information applies when this sprag is used in 1982-86 transmissions. The new design sprag can be used on models 1982 through 1986, by replacing the entire assembly (637 - 644). Individual components are NOT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 08-07-30-027 > Jun > 08 > A/T - No Movement in Drive or 3rd Gear > Page 7003 interchangeable. Important: The wear plate (640) and input thrust washer (660) are not required with the new sprag. Use of the thrust washer and wear plate with the new sprag assembly will cause a misbuild (correct end play cannot be obtained). Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 677160 > Feb > 97 > A/T - Delay Engagement into Drive After Cold Soak Clutch: Customer Interest A/T - Delay Engagement into Drive After Cold Soak File In Section: 7 - Transmission Bulletin No.: 67-71-60 Date: February, 1997 Subject: Delay Engagement into Drive After Cold Soak (Replace with Revised Forward Clutch Housing Assembly Complete) Models: 1995-97 Chevrolet Cavalier 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass 1995-97 Pontiac Sunfire with HYDRA-MATIC 4T40-E Transaxle (RPO MN4) and with 2.2L, 2.3L, 2.4L, 3.1L Engine (VINs 4, D, T, M - RPOs LN2, LD2, LD9, L82) Condition Some owners of the above models may experience an initial delay when shifting into drive after the vehicle has gone through an overnight cold soak usually at -12° C (10° F) ambient temperature or colder. This condition will not repeat until the vehicle has gone through another overnight cold soak. During the initial delay, an increase to engine RPM could cause the engagement into forward gear to be harsh. (See Figure 1) Cause Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 677160 > Feb > 97 > A/T - Delay Engagement into Drive After Cold Soak > Page 7008 This condition may be due to fluid draining from the forward clutch housing assembly after the vehicle's engine has been shut off. If this draining is followed by a cold soak as described under "Condition," a delay may occur to refill the forward clutch housing assembly. This delay is due to the resistance exhibited by the control orifice in the inner seal and sleeve assembly, and the amount of oil volume required to refill the forward clutch housing assembly. (See Figure 2) Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 677160 > Feb > 97 > A/T - Delay Engagement into Drive After Cold Soak > Page 7009 To repair this condition a revised forward clutch housing assembly complete, (including fiber and steel plates) must be installed with a revised assembly. The revision to this assembly is a new piston assembly (607) and inner seal and sleeve assembly (608). The new piston assembly has additional rubber material molded to it. The inner seal and sleeve assembly has a molded plastic insert. These revisions help reduce the volume of oil required to allow the forward clutch assembly to apply. The forward clutch housing assembly must be replaced as a complete assembly. (See Figure 3) Service Information Road test the vehicle following an overnight cold soak as described under "Condition." Verify the vehicle has a delay during the initial shift into drive. Replace the complete forward clutch housing assembly with the one supplied in service kit (P/N 24210576). Refer to the Unit Repair Section of the Service Manual for the proper procedure. A new service kit (gasket kit-trans with seals P/N 24210577) has been released which may be useful in obtaining the additional gaskets and seals that may be needed in the servicing of a lower mileage vehicle. For transaxles which require a complete reconditioning, the overhaul complete service kit should be ordered. Refer to parts catalog for the complete overhaul part number. Parts Information Part Number Description 24210576 Forward Clutch Housing Complete 24210577 Gasket Kit-Trans with Seals Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 677160 > Feb > 97 > A/T - Delay Engagement into Drive After Cold Soak > Page 7010 Labor Operation Description Labor Time K7221 Forward Clutch Use published R & R or Replace labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 08-07-30-027 > Jun > 08 > A/T No Movement in Drive or 3rd Gear Clutch: All Technical Service Bulletins A/T - No Movement in Drive or 3rd Gear TECHNICAL Bulletin No.: 08-07-30-027 Date: June 04, 2008 Subject: No Movement When Transmission is Shifted to Drive or Third - Normal Operation When Shifted to Second, First or Reverse (Replace Forward Sprag Assembly) Models: 1982 - 2005 GM Passenger Cars and Light Duty Trucks 2006 - 2007 Buick Rainier 2006 Cadillac Escalade, Escalade ESV, Escalade EXT 2006 Chevrolet SSR 2006 - 2008 Chevrolet Avalanche, Colorado, Express, Silverado Classic, Silverado, Suburban, Tahoe, TrailBlazer 2006 GMC Yukon Denali, Yukon Denali XL 2006 - 2008 GMC Canyon, Envoy, Savana, Sierra Classic, Sierra, Yukon, Yukon XL 2006 Pontiac GTO 2006 - 2007 HUMMER H2 2006 - 2008 HUMMER H3 2006 - 2008 Saab 9-7X with 4L60, 4L60E, 4L65E or 4L70E Automatic Transmission (RPOs MD8, M30, M32, M33 or M70) Condition Some customers may comment that the vehicle has no movement when the transmission is shifted to DRIVE or THIRD position, but there is normal operation when it is shifted to SECOND, FIRST or REVERSE position. Cause This condition may be caused by a damaged forward sprag assembly (642). Correction When inspecting the sprag, it is important to test the sprag for proper operation by holding the outer race (644) with one hand while rotating the input sun gear (640) with the other hand. The sun gear should rotate only in the counterclockwise direction with the input sun gear facing upward. If the sprag rotates in both directions or will not rotate in either direction, the sprag elements should be inspected by removing one of the sprag assembly retaining rings (643). Refer to SI Unit Repair section for forward clutch sprag disassembly procedures. If the sprag is found to be damaged, make repairs to the transmission as necessary. A new forward roller clutch sprag assembly is now available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 08-07-30-027 > Jun > 08 > A/T No Movement in Drive or 3rd Gear > Page 7016 If clutch debris is found, it is also very important to inspect the Pressure Control (PC) solenoid valve (377) fluid screens. Clean or replace the PC solenoid (377) as necessary. It is also important to flush and flow check the transmission oil cooler using J45096. Refer to SI Automatic Transmission Oil Cooler Flushing and Flow Test for the procedure. The notches above each sprag must point up as shown when assembled into the outer race. Bearing Assembly, Input Sun Gear Snap Ring, Overrun Clutch Hub Retaining Hub, Overrun Clutch Wear Plate, Sprag Assembly Retainer and Race Assembly, Sprag Forward Sprag Assembly Retainer Rings, Sprag Assembly Outer Race, Forward Clutch Washer, Thrust (Input Carrier to Race) The following information applies when this sprag is used in 1982-86 transmissions. The new design sprag can be used on models 1982 through 1986, by replacing the entire assembly (637 - 644). Individual components are NOT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 08-07-30-027 > Jun > 08 > A/T No Movement in Drive or 3rd Gear > Page 7017 interchangeable. Important: The wear plate (640) and input thrust washer (660) are not required with the new sprag. Use of the thrust washer and wear plate with the new sprag assembly will cause a misbuild (correct end play cannot be obtained). Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-006 > Mar > 03 > A/T 4T40-E/4T45-T Engineering Changes Clutch: All Technical Service Bulletins A/T - 4T40-E/4T45-T Engineering Changes File In Section: 07 - Transmission/Transaxle Bulletin No.: 03-07-30-006 Date: March, 2003 INFORMATION Subject: MN4 (4T40-E) MN5 (4T45-E) Engineering Changes Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1997 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1998-2002 Oldsmobile Intrigue 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1997-2003 Pontiac Grand Am with 4T40-E (MN4) or 4T45-E (MN5) Automatic Transmission Engineering changes have been incorporated into the MN4 and MN5 Reverse Clutch Housing and related parts beginning with transmission assemblies produced on December 4, 2002, Julian Date 02 338. Refer to the following list for the affected parts and a description of how each changed: The new Reverse Clutch Center Seal has a larger feed orifice. ^ The new Reverse Clutch Snap Ring is thicker and stiffer. ^ The new Reverse Housing Snap Ring Grove is wider to accommodate the thicker snap ring. Elimination of the Backing Plate Selectives. The new clutch assembly is built with only the thickest of the three previous selective backing plates. The new Reverse Wave Plate is stiffer. Notice: To maintain proper operating calibration of the transmission, determine which Reverse Clutch Housing, Center Seat, Snap Ring, Backing Plate and Wave Plate to use according to the Julian date on which the transmission was assembled. Failure to use these parts as instructed will cause improper function, shift feel, and possible transmission distress. The affected service kits include an instruction sheet that details the difference between the 1st and 2nd design center seals, and how to determine which to use. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 677160 > Feb > 97 > A/T - Delay Engagement into Drive After Cold Soak Clutch: All Technical Service Bulletins A/T - Delay Engagement into Drive After Cold Soak File In Section: 7 - Transmission Bulletin No.: 67-71-60 Date: February, 1997 Subject: Delay Engagement into Drive After Cold Soak (Replace with Revised Forward Clutch Housing Assembly Complete) Models: 1995-97 Chevrolet Cavalier 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass 1995-97 Pontiac Sunfire with HYDRA-MATIC 4T40-E Transaxle (RPO MN4) and with 2.2L, 2.3L, 2.4L, 3.1L Engine (VINs 4, D, T, M - RPOs LN2, LD2, LD9, L82) Condition Some owners of the above models may experience an initial delay when shifting into drive after the vehicle has gone through an overnight cold soak usually at -12° C (10° F) ambient temperature or colder. This condition will not repeat until the vehicle has gone through another overnight cold soak. During the initial delay, an increase to engine RPM could cause the engagement into forward gear to be harsh. (See Figure 1) Cause Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 677160 > Feb > 97 > A/T - Delay Engagement into Drive After Cold Soak > Page 7026 This condition may be due to fluid draining from the forward clutch housing assembly after the vehicle's engine has been shut off. If this draining is followed by a cold soak as described under "Condition," a delay may occur to refill the forward clutch housing assembly. This delay is due to the resistance exhibited by the control orifice in the inner seal and sleeve assembly, and the amount of oil volume required to refill the forward clutch housing assembly. (See Figure 2) Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 677160 > Feb > 97 > A/T - Delay Engagement into Drive After Cold Soak > Page 7027 To repair this condition a revised forward clutch housing assembly complete, (including fiber and steel plates) must be installed with a revised assembly. The revision to this assembly is a new piston assembly (607) and inner seal and sleeve assembly (608). The new piston assembly has additional rubber material molded to it. The inner seal and sleeve assembly has a molded plastic insert. These revisions help reduce the volume of oil required to allow the forward clutch assembly to apply. The forward clutch housing assembly must be replaced as a complete assembly. (See Figure 3) Service Information Road test the vehicle following an overnight cold soak as described under "Condition." Verify the vehicle has a delay during the initial shift into drive. Replace the complete forward clutch housing assembly with the one supplied in service kit (P/N 24210576). Refer to the Unit Repair Section of the Service Manual for the proper procedure. A new service kit (gasket kit-trans with seals P/N 24210577) has been released which may be useful in obtaining the additional gaskets and seals that may be needed in the servicing of a lower mileage vehicle. For transaxles which require a complete reconditioning, the overhaul complete service kit should be ordered. Refer to parts catalog for the complete overhaul part number. Parts Information Part Number Description 24210576 Forward Clutch Housing Complete 24210577 Gasket Kit-Trans with Seals Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 677160 > Feb > 97 > A/T - Delay Engagement into Drive After Cold Soak > Page 7028 Labor Operation Description Labor Time K7221 Forward Clutch Use published R & R or Replace labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Clutch: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Clutch: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7034 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Clutch: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7035 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Clutch: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7041 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Clutch: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7042 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Page 7043 Clutch: Testing and Inspection COMPOSITION PLATES Dry the plates and inspect the plates for the following conditions: Pitting - Flaking - Wear - Glazing - Cracking - Charring - Chips or metal particles embedded in the lining Replace a composition plate which shows any of these conditions. STEEL PLATES IMPORTANT: If the clutch shows evidence of extreme heat or burning, replace the springs. Wipe the plates dry and check the plates for heat discoloration. If the surfaces are smooth, even if color smear is indicated, you can reuse the plate. If the plate is discolored with heat spots or if the surface is scuffed, replace the plate. CAUSES OF BURNED CLUTCH PLATES The following conditions can result in a burned clutch plate: Incorrect usage of clutch plates - Engine coolant in the transmission fluid - A cracked clutch piston - Damaged or missing seals - Low line pressure - Valve problems ^ The valve body face is not flat ^ Porosity between channels ^ The valve bushing clips are improperly installed ^ The checks balls are misplaced - The Teflon seal rings are worn or damaged Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Differential, Automatic Transaxle > Component Information > Technical Service Bulletins > A/T - Revised Final Drive Pinion End Play Check Differential: Technical Service Bulletins A/T - Revised Final Drive Pinion End Play Check File In Section: 7 - Transmission Bulletin No.: 77-71-79A Date: February, 1998 SERVICE MANUAL UPDATE Subject: Section 7-Transmission/Transaxle - Transfer Case Unit Repair Manual (TURM) - 4T40-E Final Drive Pinion End Play Check Specification Models: 1997-98 Chevrolet Cavalier, Malibu 1997-98 Oldsmobile Cutlass 1997-98 Pontiac Sunfire with HYDRA-MATIC 4T40-E Transaxle (RPO MN4) and 2.2L, 2.4L or 3.1L Engine (VINs 4, T, M RPOs LN2, LD9, L82) This bulletin is being revised to correct 1998 service manual page number. Please discard Corporate Bulletin Number 77-71-79 (Section 7 - Transmission). This bulletin contains the 1997 and 1998 TURM manual with revised art work for the final drive pinion end play check procedure. Replace these pages in your 1997 and 1998 TURM manual: 1997 - revised page is: 7A2B-57 1998 - revised page is: 7-754 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Differential, Automatic Transaxle > Component Information > Technical Service Bulletins > A/T - Revised Final Drive Pinion End Play Check > Page 7048 4T40-E AUTOMATIC TRANSAXLE UNIT REPAIR Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Differential, Automatic Transaxle > Component Information > Technical Service Bulletins > A/T - Revised Final Drive Pinion End Play Check > Page 7049 AUTOMATIC TRANSAXLE 4T40-E Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information INFORMATION Bulletin No.: 04-07-30-037E Date: April 07, 2011 Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF) Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION 2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo, Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except 2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT (MJ7/MJ8) Transmission Only Except 2008 Saturn Astra Attention: DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids. Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin Number 04-07-30-037D (Section 07 - Transmission/Transaxle). MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle that previously required DEXRON(R)-III for a manual transmission or transfer case should now use P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual transmissions and transfer cases require a different fluid. Appropriate references should be checked when servicing any of these components. Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid. Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations. Some of our customers and/or General Motors dealerships/Saturn Retailers may have some concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as noted above). DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use in automatic transmissions/transaxles. DEXRON(R)-VI ATF General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production. Current and prior automatic transmission models that had used DEXRON(R)-III must now only use DEXRON(R)-VI. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 7054 All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid. DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas: * These ATF change intervals remain the same as DEXRON(R)-III for the time being. 2006-2008 Transmission Fill and Cooler Flushing Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI. Parts Information Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 7055 Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 7056 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 7057 Fluid - A/T: Technical Service Bulletins A/T - Fluid Level Checking And Fill Procedure Revised File In Section: 7 - Transmission Bulletin No.: 63-71-06 Date: March, 1997 SERVICE MANUAL UPDATE Subject: Section 7A - Revised 4T40E Fluid Level Checking and Fill Procedure Models: 1997 Chevrolet Cavalier, Malibu 1997 Oldsmobile Cutlass 1997 Pontiac Sunfire This bulletin is being issued to revise the 4T40E fluid level checking and fill procedure in Section 7A of the Service Manual. The following procedure should be used for the above listed vehicles. 4T40E Fluid Level Checking and Fill Procedure The fluid level screw is intended to be used for diagnosing a transaxle fluid leak or resetting the transaxle fluid level after service that involves a loss of fluid. Inspect The fluid level should be checked when the transaxle is near 40° C (104° F). A vehicle at room temperature can be brought to 40° C (104° F) by performing the following procedure. Caution: Removal of the fluid level screw when transaxle fluid is hot may cause injury. Use care to avoid contact with the fluid and to avoid transaxle fluid splashing on to the exhaust pipe. The engine must be running when the transaxle fluid level screw is removed, or excessive fluid loss will occur. Transaxle fluid may be hot. Since the actual fluid level is unknown, stand clear when removing the fluid level screw. Have a container ready to capture any lost fluid. DO NOT TURN THE ENGINE OFF WITH THE FLUID LEVEL SCREW REMOVED AS YOU CAN BE INJURED BY HOT TRANSAXLE FLUID BEING EXPELLED OUT OF THE FLUID CHECK HOLE. 1. Let vehicle idle for three to five minutes with accessories off. 2. Apply brake. 3. Move shift lever through all gear ranges, pausing three seconds in each range. 4. Place shift lever in Park. Important: Vehicle must be kept level on the hoist. 5. Raise vehicle on hoist. Refer to "General Information". 6. Place oil container under fluid level screw. 7. Remove the fluid level screw with engine running at idle. 8. Fluid level should be at the bottom of fluid check hole. Because the transaxle operates correctly over a range of fluid levels, fluid may or may not drain out of the fluid check hole when the fluid level screw is removed. If fluid drains through the fluid check hole, this transaxle may have been overfilled. When fluid stops draining, the fluid level is correct and the fluid level screw may be installed. If fluid does not drain through the fluid check hole, the transaxle fluid level may be low. Proceed to Adding Transaxle Fluid. 9. Install fluid level screw. Tighten Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 7058 Tighten 12 N.m (106 lb in.). 10. Lower vehicle. 11. Shut off engine. Adding Transaxle Fluid With the engine running, add fluid (DEXRON(R)-III) at the vent cap location in half liter (1 pint) increments until fluid drains through the fluid check hole. Allow the fluid to finish draining through the fluid check hole. 1. Install fluid level screw. Tighten Tighten 12 N.m (106 lb in.). 2. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Specifications > Capacity Specifications Fluid - A/T: Capacity Specifications AUTOMATIC 4T40-E Bottom Pan Removal ........................................................................................ ......................................................................................... 7.0 liters (7.4 qts) Complete Overhaul ....... .............................................................................................................................................................. ........... 10.0 liters (10.6 qts) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Specifications > Capacity Specifications > Page 7061 Fluid - A/T: Fluid Type Specifications DEXRON-III Automatic Transmission Fluid (or equivalent). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information Fluid - A/T: Testing and Inspection Transaxle Oil Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 7064 Checking oil level, color and condition at regular intervals will provide early diagnosis information about the transaxle. This information may then be used to correct a condition that, if not detected early, could result in major transaxle repairs. When adding or changing oil, use only DEXRON(R) III. Refer to Maintenance for maintenance information and servicing intervals. IMPORTANT: When new, automatic transmission oil is red in color. The red dye is to distinguish it from engine oil or anti-freeze. The red dye is not an indicator of oil quality and is not permanent. As the vehicle is driven the transmission oil will begin to look darker in color. The color may eventually appear light brown. A dark brown color with a burnt odor may indicate oil deterioration and signal a need for a transaxle oil change. NOTICE: Do not overfill. Overfilling will cause foaming, loss of oil and possible damage to the transaxle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 7065 Fluid - A/T: Testing and Inspection Transaxle Oil Level Checking Procedure 4T40E Oil Level Checking and Fill Procedure Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 7066 NOTE: The fluid level screw is intended to be used for diagnosing a transaxle fluid leak or resetting the transaxle fluid level after service that involves a loss of fluid. Inspect The fluid level should be checked when the transaxle is near room temperature or at 40°C (104° F). CAUTION: Removal of the fluid level screw when the transaxle fluid is hot may cause injury. Use care to avoid contact of transaxle fluid to exhaust pipe. 1. Engine OFF. 2. Raise and suitably support the vehicle. 3. Place oil container under check plug. 4. Remove oil check plug. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 7067 5. Oil level should be at bottom of oil check hole. Because the transaxle operates correctly over a range of fluid levels, fluid may or may not drain out of the screw hole when the screw is removed. Adding Transaxle Oil Important: If fluid drains through the screw hole the transaxle may have been overfilled. When fluid stops draining the fluid level is correct and check plug may be installed. If fluid does not drain through the screw hole the transaxle fluid level may have been low. Add fluid at the vent cap location in half liter (1 pint) increments until oil level is at the bottom of oil check hole. 1. Install oil check plug. Tighten 14 Nm (124 inch lbs.). 2. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 7068 Fluid - A/T: Testing and Inspection Fluid Level Service Procedure You will use the fluid level screw (2) for diagnosing a transmission fluid leak or for resetting the transmission fluid level after service that involves a loss of fluid. Fluid Level Diagnosis Procedure Check the fluid level when the transmission is above 40° C (104° F). This temperature can be reached by performing the following procedure: 1. Park the vehicle on a hoist, inspection pit, or similar raised level surface. The vehicle must be level to obtain a correct fluid level measurement. 2. Place a fluid container below the fluid level screw (2). 3. Start the engine and allow the engine to idle for approximately 5 minutes, or, if possible, drive the vehicle for a few miles to warm the transmission fluid. 4. Depress the brake pedal and move the shift lever through the gear ranges, pausing a few seconds in each range. Return the shift lever to the Park position. 5. Remove the fluid level screw (2). Because the transmission operates correctly over a range of fluid levels, fluid may or may not drain out of the screw hole when the screw is removed. CAUTION: Do not remove the fluid level screw if the transmission fluid is hot this may cause injury if the fluid drains from the screw hole. - If fluid drains through the screw hole, the transmission may have been overfilled. When the fluid stops draining, the fluid level is correct. Install the fluid level screw (2) and torque to the proper specification (12 Nm). - If fluid does not drain through the screw hole (2), the transmission fluid level may be low. Add fluid through the fill cap (1) hole in 0.5-liter increments, up to 1.5 liters maximum, until fluid drains through the screw hole. If fluid drains through the screw hole, the fluid level was in the correct operating range. Allow the fluid to finish draining through the screw hole and install the fluid level screw. Torque the fluid level screw to the proper specification (12 Nm). - If fluid does not drain through the screw hold after adding a total of 1.5 liters, then the transmission was either underfilled or the transmission is leaking fluid. Inspect the transmission for fluid leaks. Fix any leaks before setting the transmission fluid level. 6. When the fluid level checking procedure is completed, wipe any fluid from the transmission case with a rag or shop towel. also, check, that the fluid fill cap (1) and the vent tube are properly installed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Testing and Inspection > Transaxle Oil Information > Page 7069 Fluid - A/T: Testing and Inspection Fluid Level Set After Service After service, set the fluid level according to the following procedure. 1. Add fluid through the fill cap hole prior to adjusting the fluid level. The amount of fluid to add should be based on the table at the end of this procedure. 2. Follow steps 1-4 of the FLUID LEVEL DIAGNOSIS PROCEDURE. 3. Add additional fluid through the fill cap (1) hole in 0.5-liter (1-pint) increments until the fluid comes out through the screw hole. 4. Allow the fluid to finish draining out through the screw hole, then install the fluid level screw (2) and torque the screw to the proper specification (12 Nm). 5. When the fluid level setting procedure is completed, wipe any fluid from the transmission case with a rag or shop towel. Also, check that the fluid fill cap (1) and the vent tube are properly installed. Bottom Pan Removal (On Vehicle) ............................................................................................................................................. 7 Liters (7.4 Quarts) New Converter ................................................................................................................ .......................................................... 2.5 Liters (2.6 Quarts) Complete Overhaul ............................... ................................................................................................................................... 10 Liters (10.6 Quarts) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Testing and Inspection > Page 7070 Fluid - A/T: Service and Repair REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Place drain pan under transaxle oil pan. 3. Oil pan bolts from the front and sides only. 4. Loosen rear oil pan bolts approximately 4 turns. NOTICE: Do not damage the transaxle case or oil pan sealing surfaces. 5. Lightly tap oil pan with rubber mallet or pry to allow oil to drain. Inspect - Inspect oil color. - Refer to CHECKING OIL COLOR, LEVEL AND CONDITION. 6. Remaining oil pan bolts, oil pan and gasket. 7. Oil filter and O-ring. Inspect - O-ring may be stuck in the case. Clean - Transaxle case and oil pan gasket surfaces with solvent and air dry. All traces of old gasket material must be removed. INSTALL OR CONNECT 1. Coat seal with a small amount of TRANSJEL(R) J 36850 or equivalent. 2. New seal into case. 3. New filter into case. 4. Oil pan and new gasket. 5. Oil pan bolts, refer to FASTENER TIGHTENING SPECIFICATIONS. Inspect - Refer to VALVE BODY COVER AND OIL PAN BOLTS for inspection of bolts and washers. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Testing and Inspection > Page 7071 - Use adhesive/sealant compound GM P/N 12345382 or equivalent to reduce the potential for oil leaks on indicated bolt. 6. Lower vehicle. 7. Fill transaxle to proper level with DEXRON III oil. Adjust - Cold oil level reading for initial fill. Do not overfill. 8. Follow the TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Inspect - Check oil pan gasket for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Filter - A/T > Component Information > Service and Repair > Oil Filter and Seal Fluid Filter - A/T: Service and Repair Oil Filter and Seal REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Drain oil. 3. Oil pan attaching bolts, oil pan and gasket. 4. Oil filter assembly. 5. Filter neck seal from transaxle case using a small screwdriver and being careful not to score case during removal. The filter seal is not reusable and should be discarded. INSTALL OR CONNECT 1. New oil filter and new oil filter seal. Tap gently and evenly on the seal to prevent damage to the case bore or seal. 2. Oil pan gasket; may be reused, unless sealing ribs are damaged. If damaged, use new gasket. 3. Oil pan and attaching bolts, refer to TRANSAXLE OIL PAN AND GASKET. Tighten Pan bolts to 12 Nm (9 ft. lbs.). 4. Lower vehicle. 5. Fill transaxle to proper level with DEXRON(R) III oil. Inspect - Oil pan gasket for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Filter - A/T > Component Information > Service and Repair > Oil Filter and Seal > Page 7076 Fluid Filter - A/T: Service and Repair Changing Oil and Filter REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Place drain pan under transaxle oil pan. 3. Oil pan bolts from the front and sides only. 4. Loosen rear oil pan bolts approximately 4 turns. NOTICE: Do not damage the transaxle case or oil pan sealing surfaces. 5. Lightly tap oil pan with rubber mallet or pry to allow oil to drain. Inspect - Inspect oil color. - Refer to CHECKING OIL COLOR, LEVEL AND CONDITION. 6. Remaining oil pan bolts, oil pan and gasket. 7. Oil filter and O-ring. Inspect - O-ring may be stuck in the case. Clean - Transaxle case and oil pan gasket surfaces with solvent and air dry. All traces of old gasket material must be removed. INSTALL OR CONNECT 1. Coat seal with a small amount of TRANSJEL(R) J 36850 or equivalent. 2. New seal into case. 3. New filter into case. 4. Oil pan and new gasket. 5. Oil pan bolts, refer to FASTENER TIGHTENING SPECIFICATIONS. Inspect - Refer to VALVE BODY COVER AND OIL PAN BOLTS for inspection of bolts and washers. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Filter - A/T > Component Information > Service and Repair > Oil Filter and Seal > Page 7077 - Use adhesive/sealant compound GM P/N 12345382 or equivalent to reduce the potential for oil leaks on indicated bolt. 6. Lower vehicle. 7. Fill transaxle to proper level with DEXRON III oil. Adjust - Cold oil level reading for initial fill. Do not overfill. 8. Follow the TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Inspect - Check oil pan gasket for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T > Component Information > Technical Service Bulletins > A/T - Revised Converter Check Valve/Cooler Line Fitting Fluid Line/Hose: Technical Service Bulletins A/T - Revised Converter Check Valve/Cooler Line Fitting INFORMATION Bulletin No.: 04-07-30-017B Date: November 25, 2008 Subject: Information on 4T65-E MN7, M15, M76, MN3 Automatic Transmission Case, Cooler Fitting and Torque Converter Drain Back Check Ball Change Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks with one of the HYDRA-MATIC(R) Automatic Transmissions shown above. Supercede: This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 04-07-30-017A (Section 07 - Transmission/Transaxle). Effective with Julian date 4019 (January 19, 2004), the 4T65E transaxle cases and cooler fittings have changed and are not interchangeable with past models. The technician may find that when replacing the inlet or outlet transmission cooler lines, the new lines cannot be connected to the transmission. A change to the transmission cooler line fittings was implemented in production on February 1, 2004. The cooler line fittings were changed to a design with a longer lead in pilot (1). The cooler line fittings with the longer lead in pilot will not fit on models built before February 1, 2004. The longer lead in pilot fittings (1) (9/16-18 UNF) have replaced the shorter lead in pilot fittings (2) (3/8-18 NPSF w/check ball & 1/4-18 NPSF). If the transmission cooler lines will not connect, then replace them with the following cooler line fittings as appropriate with the older, shorter lead in pilot design: ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Inlet Hose, P/N 20793004. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Inlet Hose, second design P/N 15264588. ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Outlet Hose, P/N 20793005. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Outlet Hose, second design P/N 15264589. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T > Component Information > Technical Service Bulletins > A/T - Revised Converter Check Valve/Cooler Line Fitting > Page 7082 The torque specification has changed for the fittings to case. The torque has changed from 38 Nm (28 lb ft) to 32 Nm (23 lb ft). Tighten Tighten the new cooler fittings to 32 Nm (23 lb ft). The converter drain back check ball (420C) has been removed from the cooler line fitting and is now located in the channel plate. If you get a concern of no movement in the morning or after sitting for several hours, the cooler check ball should be inspected. The best way to determine where the check ball is located is to look at the cooler line fittings. The old fittings are different sizes (3/8-18 NPSF & 1/4-18 NPSF) and would contain the cooler check ball. The new fittings are the same size as each other (9/16-18 UNF) and do not have a cooler check ball. Parts Information Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T > Component Information > Technical Service Bulletins > A/T - Revised Converter Check Valve/Cooler Line Fitting > Page 7083 Fluid Line/Hose: Technical Service Bulletins Transaxle Cooler Line - Seal Installation Procedure File In Section: 7 - Transmission Bulletin No.: 87-71-67 Date: June, 1998 INFORMATION Subject: Transaxle Cooler Line Seal Installation Procedure Models: 1995-98 Chevrolet Cavalier 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass 1999 Oldsmobile Alero 1995-98 Pontiac Sunfire 1999 Pontiac Grand Am with HYDRA-MATIC 4T40-E Transaxle (RPO MN4) or 4T45-E Transaxle RPO MN5) and 2.2L, 2.4L, 3.1 L, 3.4L Engine VINs 4, T, M, E - RPOs LN2, LD91 L821 LA1) This bulletin contains information regarding the installation of cooler line seals into the case of either a 4T40-E or 4T45-E transaxle. Seal Installation Procedure (Figure 1) To prevent automatic transmission fluid from leaking from the cooler line seals (49) after installing new seals, perform the following procedure. Important: Only GM Goodwrench DEXRON(R) III automatic transmission fluid should be used as part of warranty repair of GM Powertrain automatic transmissions. Notice: Failure to lubricate the cooler line seals (49) with automatic transmission fluid DEXRON(R) III, before installing the cooler line pipes into the seals, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T > Component Information > Technical Service Bulletins > A/T - Revised Converter Check Valve/Cooler Line Fitting > Page 7084 may cause damage to the seals. 1. Lubricate the inside surface of both new cooler line seals (49) with automatic transmission fluid DEXRON(R) III. 2. Place a new cooler line seal (49) into the case bore. 3. Install the cooler line seal installer tool J 41239-1 on the transmission case (51) at the cooler line bracket bolt hole. 4. Press the new cooler line seal (49) in by tightening the seal pressing bolt on the cooler line seal installer tool J 41239-1 until the seal bottoms out in the case bore. 5. Repeat steps 2 through 4 for the second cooler line seal (49). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T > Component Information > Service and Repair > Transaxle Oil Cooler Lines Fluid Line/Hose: Service and Repair Transaxle Oil Cooler Lines REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Transaxle oil cooler lines from radiator. 3. Transaxle oil cooler line bracket bolt from transaxle. 4. Transaxle oil cooler lines from vehicle. INSTALL OR CONNECT 1. Transaxle oil cooler lines to transaxle. Tighten Transaxle cooler line bracket bolt to 8 Nm (71 inch lbs.). 2. Transaxle oil cooler lines to radiator. Tighten Pipe fittings to 20 to 40 Nm (15 to 30 ft. lbs.). 3. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T > Component Information > Service and Repair > Transaxle Oil Cooler Lines > Page 7087 Fluid Line/Hose: Service and Repair Transaxle Oil Cooler Line Seals ^ Tools Required: J 41239-1 Cooler Pipe Seal Installer - J 41239-2 Cooler Pipe Seal Remover - J 6125B Slide Hammer - J 6471 Slide Hammer Adapter REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Transaxle oil cooler lines from transaxle, (1 bolt). 3. Seal removal tool J 41239-2 into cooler line seal. 4. Slide Hammer J 6125b with Adapter J 6471 to the seal removal tool. 5. Using slide hammer impact, remove the cooler line seals. INSTALL OR CONNECT 1. Tool J 41239-1 on transaxle case using cooler line bracket bolt. 2. New seal in the case bore. 3. Press new seals in by tightening the cooler line bracket bolt until seal bottoms out in the case bore. 4. Cooler lines into seals and transaxle case. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T > Component Information > Service and Repair > Transaxle Oil Cooler Lines > Page 7088 Tighten Transaxle cooler line bracket bolt to 8 Nm (71 inch lbs.). 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T > Component Information > Service and Repair > Transaxle Oil Cooler Lines > Page 7089 Fluid Line/Hose: Service and Repair Oil Feed Pipes and Gaskets REMOVE OR DISCONNECT 1. Negative battery cable. 2. Raise vehicle on hoist. 3. Remove lower oil pan. 4. Remove filter assembly. 5. Remove 4 bolts attaching oil feed pipe assembly to transaxle. 6. Remove oil feed pipe assembly with the 8 seals. Inspect - Inspect the oil feed pipes for plugged passages, bent pipes or cracks. - Inspect the oil feed pipe seal rings. Verify the proper location of seal rings. Replace these seal rings only if they are cut, swelled or damaged. INSTALL OR CONNECT 1. Install the oil feed pipe assembly onto the transaxle. 2. Install, hand start and tighten the four oil feed pipe bolts. Tighten 4 bolts to 12 Nm (9 ft. lbs.). 3. Install oil filter assembly. 4. Install lower oil pan and gasket assembly. Refer to TRANSAXLE OIL PAN AND GASKET. 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pan, A/T > Component Information > Specifications Fluid Pan: Specifications Pan bolts .............................................................................................................................................. ............................................ 14 Nm (124 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pan, A/T > Component Information > Service and Repair > Transaxle Oil Pan and Gasket Fluid Pan: Service and Repair Transaxle Oil Pan and Gasket REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Loosen pan bolts and drain oil. 3. Pan attaching bolts. 4. Pan and gasket. INSTALL OR CONNECT 1. Pan and gasket. Oil pan gasket may be reused, unless sealing ribs are damaged. If damaged, use new gasket. 2. New pan attaching bolts. Tighten Pan bolts to 14 Nm (124 inch lbs.). 3. Lower vehicle. 4. Refill transaxle to proper level with DEXRON(R) III oil. Inspect - Oil pan gasket for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pan, A/T > Component Information > Service and Repair > Transaxle Oil Pan and Gasket > Page 7095 Fluid Pan: Service and Repair Case Side Cover and Oil Pan Bolts The self tapping bolts should be replaced with the appropriate standard service fasteners if the valve body cover of oil pan bolts are removed. Refer to TRANSFER CASE for further details. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pick-Up, A/T > Component Information > Service and Repair Fluid Pick-Up: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Raise and support vehicle 3. Bottom pan and filter. Refer to CHANGING OIL AND FILTER. 4. Oil level control valve. Pull valve straight out do not pry on valve or transaxle. INSTALL OR CONNECT 1. Oil level control valve into transaxle. Push straight on center of valve. 2. Oil filter and bottom pan. Refer to CHANGING OIL AND FILTER. 3. Lower vehicle. 4. Negative battery cable. Adjust - Oil level, refer to TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair Fluid Pressure Sensor/Switch: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove pressure switch assembly (6 bolts). IMPORTANT: Inspect the O-rings for the pressure switch assembly for any damage. INSTALL OR CONNECT 1. Install the pressure switch assembly making sure all O-rings are in place. 2. Torque the 6 bolts holding the pressure switch assembly to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Connect the negative battery cable. 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pump, A/T > Component Information > Technical Service Bulletins > A/T - 4L65E, 4L60E, 4L60, 200-4R Oil Pump Spring Fluid Pump: Technical Service Bulletins A/T - 4L65E, 4L60E, 4L60, 200-4R Oil Pump Spring Bulletin No.: 04-07-30-006 Date: February 11, 2004 INFORMATION Subject: 4L65-E, 4L60-E, 4L60 and 200-4R Automatic Transmission Oil Pump Spring First and Second Design Identification Models: 2004 and Prior Passenger Cars and Light Duty Trucks 2003-2004 HUMMER H2 with 4L65-E, 4L60-E, 4L60 or 200-4R Automatic Transmission The purpose of this bulletin is to identify the oil pump spring usage for the two different pump designs. Manufacturing of the first design oil pump springs ended December 15, 2003. Manufacturing of the second design oil pump spring began December 16, 2003 The first design oil pump springs (206) and (207) DO NOT have any identification markings. The first design springs (206) and (207) use an inner and outer spring, two springs. The second design oil pump spring (245) is identified with tapered ends on the spring (245) as shown above. The second design spring (245) is a single spring. When servicing either (first design or second design) oil pump body, use the new single oil pump spring (245) with tapered ends. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pump, A/T > Component Information > Technical Service Bulletins > A/T - 4L65E, 4L60E, 4L60, 200-4R Oil Pump Spring > Page 7106 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Lamps and Indicators A/T > Shift Indicator > Component Information > Diagrams Transaxle Indicator Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Output Shaft, A/T > Component Information > Technical Service Bulletins > A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise Output Shaft: Technical Service Bulletins A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise INFORMATION Bulletin No.: 01-07-30-042F Date: February 05, 2010 Subject: Information on 2-3 Upshift or 3-2 Downshift Clunk Noise Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X with 4L60-E, 4L65-E or 4L70-E Automatic Transmission (RPOs M30, M32, M70) Supercede: This bulletin is being revised to add the 2010 model year and 4L70E transmission. Please discard Corporate Bulletin Number 01-07-30-042E (Section 07 - Transmission/Transaxle). Important For 2005 model year fullsize utilities and pickups, refer to Corporate Bulletin 05-07-30-012. Some vehicles may exhibit a clunk noise that can be heard on a 2-3 upshift or a 3-2 downshift. During a 2-3 upshift, the 2-4 band is released and the 3-4 clutch is applied. The timing of this shift can cause a momentary torque reversal of the output shaft that results in a clunk noise. This same torque reversal can also occur on a 3-2 downshift when the 3-4 clutch is released and the 2-4 band applied. This condition may be worse on a 4-wheel drive vehicle due to the additional tolerances in the transfer case. This is a normal condition. No repairs should be attempted. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Output Shaft, A/T > Component Information > Service and Repair > Stub Axle Shaft and Right Hand Axle Oil Seal Output Shaft: Service and Repair Stub Axle Shaft and Right Hand Axle Oil Seal ^ Tools Required: - J 38868 Stub Shaft Sleeve Remover - J 6125 Slide Hammer - J 23129 Seal Removal Tool - J 41102 Axle Seal Installer REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Drive axle assembly. Refer to DRIVE AXLE. 3. Snap ring from stub axle shaft Discard snap ring - it is not reusable. 4. Pull lightly on the shaft and rotate it until the output shaft snap ring at the differential seats in the taper on the differential side gear. 5. Stub shaft from transaxle using slide hammer J 6125 and shaft removal tool J 38868. 6. Right hand axle seal from transaxle using seal removal tool J 23129 and slide hammer J 6125 or a screw driver. - Do not damage seal bore or sleeve assembly or fluid leaks may result. INSTALL OR CONNECT 1. New seal using J 41102. Lubricate seal lip with a light wipe of transmission oil. 2. Two new snap rings on the stub shaft. IMPORTANT: Carefully guide axle shaft past lip seal. Do not allow shaft splines to contact any portion of the seal lip surface, otherwise damage to the seal will occur. 3. Stub shaft into transaxle using a mallet. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Output Shaft, A/T > Component Information > Service and Repair > Stub Axle Shaft and Right Hand Axle Oil Seal > Page 7117 4. Drive Axle. 5. Lower vehicle. Inspect - For leaks. - Oil level, refer to TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Output Shaft, A/T > Component Information > Service and Repair > Stub Axle Shaft and Right Hand Axle Oil Seal > Page 7118 Output Shaft: Service and Repair Stub Axle Shaft Sleeve ^ Tools Required: J 38868 Stub Shaft Sleeve Remover - J 6125 Slide Hammer - J 41228 Stub Shaft Sleeve Installer REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Drive axle assembly. Refer to Drive Axle. 3. Stub shaft assembly from transaxle, refer to AUTOMATIC TRANSAXLE. 4. Sleeve from stub shaft using puller J 38868. Inspect - Inspect the sleeve for excessive wear, scratches or nicks that may cause a leak or damage to the seal portion. If sleeve appears damaged, it must be replaced. INSTALL OR CONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Output Shaft, A/T > Component Information > Service and Repair > Stub Axle Shaft and Right Hand Axle Oil Seal > Page 7119 1. New sleeve on stub shaft using J 4128. Sleeve installation tool must be installed on shaft such that the collar is located in the snap ring groove. 2. Two new snap rings on the stub shaft. 3. Stub shaft into transaxle assembly. 4. Drive axle assembly, refer to Drive Axle. 5. Lower vehicle. Inspect - For leaks. - Oil level. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Output Shaft, A/T > Component Information > Service and Repair > Stub Axle Shaft and Right Hand Axle Oil Seal > Page 7120 Output Shaft: Service and Repair Output Axle Shaft Sleeve ^ Tools Required: J 41227 Stub Shaft Sleeve Remover - J 41228 Stub Shaft Sleeve Installer REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Drive axle assembly. 3. Transaxle side cover assembly, refer to AUTOMATIC TRANSAXLE. 4. Sleeve from output shaft using puller J 41227. Inspect - Inspect the sleeve for excessive wear, scratches or nicks that may cause a leak or damage to the seal portion. If sleeve appears damaged, it must be replaced. INSTALL OR CONNECT 1. New sleeve on output shaft using J 41228. Sleeve installation tool must be installed on shaft such that the collar is located in the snap ring groove. 2. Two new snap rings on the output shaft 3. Install seal protector into side cover to prevent the seal from rolling. 4. Transaxle side cover assembly. 5. Drive axle assembly. 6. Lower vehicle. Inspect - For leaks. - Oil level, refer to TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Parking Pawl, A/T > Component Information > Technical Service Bulletins > A/T - Grinding/Growling Noise in Park on Incline Parking Pawl: Technical Service Bulletins A/T - Grinding/Growling Noise in Park on Incline INFORMATION Bulletin No.: 99-07-30-030F Date: May 01, 2008 Subject: Grinding and/or Growling Noise in Park on Incline Models: 2009 and Prior Passenger Cars and Light Duty Trucks (Including Saturn) with Hydra-Matic Front Wheel Drive (FWD) Automatic Transmissions Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 99-07-30-030E (Section 07 - Transmission/Transaxle). Service Information Owners of some vehicles equipped with Hydra-Matic front wheel drive transaxles may comment on a grinding and/or growling noise that is noticeable when standing in PARK on a hill or slope with the engine running and the parking brake not applied. Under these conditions, the weight of the vehicle puts a load on the parking pawl which can create a "ground-out" path through the drive axles, front struts, springs and spring towers. Normal engine noise can be transmitted to the passenger compartment through the "ground-out" path. Owners concerned about this condition should be advised to apply the parking brake prior to shifting into PARK. This is the recommended procedure described in the Owners Manual. Applying the parking brake first will put the load of the vehicle on the rear brakes rather than on the parking pawl. Refer the owner to the appropriate Owner Manual for additional details and instructions. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7133 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7134 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7140 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7141 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7142 Pressure Regulating Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7143 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T > System Information > Technical Service Bulletins > Customer Interest for Seals and Gaskets: > 01-07-30-032E > Sep > 08 > A/T - 4T65E Fluid Leaking From A/T Vent Seals and Gaskets: Customer Interest A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T > System Information > Technical Service Bulletins > Customer Interest for Seals and Gaskets: > 01-07-30-032E > Sep > 08 > A/T - 4T65E Fluid Leaking From A/T Vent > Page 7152 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T > System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: > 01-07-30-032E > Sep > 08 > A/T - 4T65E Fluid Leaking From A/T Vent Seals and Gaskets: All Technical Service Bulletins A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T > System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: > 01-07-30-032E > Sep > 08 > A/T - 4T65E Fluid Leaking From A/T Vent > Page 7158 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T > System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: > Page 7159 Seals and Gaskets: By Symptom Technical Service Bulletin # 01-07-30-032E Date: 080929 A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T > System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: > Page 7160 For vehicles repaired under warranty, use the table. Disclaimer Technical Service Bulletin # 01-07-30-032E Date: 080929 A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T > System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: > Page 7161 To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T > System Information > Service and Repair > Transaxle Side Seals Seals and Gaskets: Service and Repair Transaxle Side Seals ^ Tools Required: - J 38868 Stub Shaft Sleeve Remover - J 6125 Slide Hammer - J 23129 Seal Removal Tool - J 41102 Axle Seal Installer REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Drive axle assembly. Refer to DRIVE AXLE. 3. Snap ring from stub axle shaft Discard snap ring - it is not reusable. 4. Pull lightly on the shaft and rotate it until the output shaft snap ring at the differential seats in the taper on the differential side gear. 5. Stub shaft from transaxle using slide hammer J 6125 and shaft removal tool J 38868. 6. Right hand axle seal from transaxle using seal removal tool J 23129 and slide hammer J 6125 or a screw driver. - Do not damage seal bore or sleeve assembly or fluid leaks may result. INSTALL OR CONNECT 1. New seal using J 41102. Lubricate seal lip with a light wipe of transmission oil. 2. Two new snap rings on the stub shaft. IMPORTANT: Carefully guide axle shaft past lip seal. Do not allow shaft splines to contact any portion of the seal lip surface, otherwise damage to the seal will occur. 3. Stub shaft into transaxle using a mallet. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T > System Information > Service and Repair > Transaxle Side Seals > Page 7164 4. Drive Axle. 5. Lower vehicle. Inspect - For leaks. - Oil level, refer to TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T > System Information > Service and Repair > Transaxle Side Seals > Page 7165 Seals and Gaskets: Service and Repair Torque Converter Seal REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle assembly from vehicle. 3. Remove the torque convertor assembly from the transaxle. 4. Remove the turbine shaft O-ring from the end of the turbine shaft using a screw driver. INSTALL OR CONNECT 1. Assemble a new turbine shaft O-ring on the end of the turbine shaft. 2. Install the torque convertor onto the transaxle. 3. Install the transaxle into the vehicle. Refer to TRANSAXLE ASSEMBLY. 4. Connect negative battery cable. Adjust - Oil level, refer to TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Brake Switch - TCC > Component Information > Description and Operation Brake Switch - TCC: Description and Operation The TCC brake switch signal indicates when the brake pedal is applied. The TCC brake switch information is used by the PCM mainly to control the Transaxle torque converter clutch. Refer to Automatic Transmission/Transaxle diagnosis for a complete description and TCC brake switch diagnosis. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair Fluid Pressure Sensor/Switch: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove pressure switch assembly (6 bolts). IMPORTANT: Inspect the O-rings for the pressure switch assembly for any damage. INSTALL OR CONNECT 1. Install the pressure switch assembly making sure all O-rings are in place. 2. Torque the 6 bolts holding the pressure switch assembly to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Connect the negative battery cable. 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7181 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7182 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7188 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7189 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Transmission Position Switch/Sensor: > 01-08-63-003 > May > 01 > Hood - Will Not latch Hood Latch: All Technical Service Bulletins Hood - Will Not latch File In Section: 08 - Body and Accessories Bulletin No.: 01-08-63-003 Date: May, 2001 TECHNICAL Subject: Hood Will Not Latch (Reroute Hood Release Cable) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that when they close the hood, the primary latch does not engage. This condition occurs during cold weather. Cause The hood release cable slopes downward from the hood latch assembly which traps water inside. In freezing temperatures, ice forms and prevents the cable from returning to the latch position after it is released. Correction Thaw the hood release cable and reroute using the appropriate service procedure below. Service Procedure (Chevrolet Malibu) 1. Open the hood. 2. Remove the push-in retainers (1) from the upper edge of the grille. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Transmission Position Switch/Sensor: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 7195 3. Disconnect the grille (3) from the fascia (2) by pulling upward on the grille. 4. Remove the two upper push-in retainers (2) from the left splash deflector. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (2). 7. Reinstall the grille into the fascia and reinstall the push-in retainers on the upper edge of the grille. 8. Close and reopen the hood to insure proper operation. Service Procedure (Oldsmobile Cutlass) 1. Open the hood. 2. Raise the vehicle on the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Transmission Position Switch/Sensor: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 7196 3. Remove the two upper push-in retainers (2) from the left splash deflector. 4. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (1). 7. Lower the vehicle. 8. Close and reopen the hood to insure proper operation. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Transmission Position Switch/Sensor: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 7202 3. Disconnect the grille (3) from the fascia (2) by pulling upward on the grille. 4. Remove the two upper push-in retainers (2) from the left splash deflector. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (2). 7. Reinstall the grille into the fascia and reinstall the push-in retainers on the upper edge of the grille. 8. Close and reopen the hood to insure proper operation. Service Procedure (Oldsmobile Cutlass) 1. Open the hood. 2. Raise the vehicle on the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Transmission Position Switch/Sensor: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 7203 3. Remove the two upper push-in retainers (2) from the left splash deflector. 4. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (1). 7. Lower the vehicle. 8. Close and reopen the hood to insure proper operation. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Page 7204 Valid Input Combinations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 Transaxle Range Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 > Page 7207 Transaxle Range Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7208 Transmission Position Switch/Sensor: Description and Operation Valid Input Combinations DESCRIPTION The Transaxle Range Switch is part of the Transaxle Park/Neutral Position (PNP) switch mounted on the transaxle manual shaft. The 4 inputs from the transaxle range switch indicate to the PCM which position is selected by the Transaxle selector lever. This information is used for transmission shift control, ignition timing, EVAP canister purge, EGR and Idle Air Control (IAC) valve operation. The combination of the four transaxle range input states determine the PCM commanded shift pattern. The input voltage level at the PCM is high (B+) when the transaxle range switch is open and low when the switch is closed to ground. The state of each input is represented on the scan tool as X=high voltage level, O=low voltage level. The four parameters represent transaxle range switch Parity, A, B, and C inputs respectively. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7209 Transmission Position Switch/Sensor: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7210 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7211 Transmission Position Switch/Sensor: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Shift linkage. 3. Electrical connector. 4. Mounting bolts. 5. Switch assembly. REPLACEMENT - USING OLD SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft with switch. 3. Mounting bolts, loosely. 4. Insert J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Remove Or Disconnect 1. J 41545. IMPORTANT: After switch adjustment, verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch. REPLACEMENT - USING NEW SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft to flats in switch and install switch assembly. 3. Mounting bolts. 4. Insert tool J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Important: After switch installation verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch using Replacement - Using Old Switch procedure. Adjust 1. Place transaxle control shifter assembly in the NEUTRAL notch in detent plate. 2. Loosen switch attaching bolts. 3. Rotate switch on shifter assembly to align J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7212 Tighten Bolts to 24 Nm (18 ft. lbs.). 4. Remove J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions Transmission Temperature Sensor/Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7217 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7218 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7219 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7220 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7221 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7222 Transmission Temperature Sensor/Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7223 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7224 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7225 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7226 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7227 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7228 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7229 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7230 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7231 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7232 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7233 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7234 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7235 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7236 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7237 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7238 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7239 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7240 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7241 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7242 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7243 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7244 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7245 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7246 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7247 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7248 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Page 7249 Transmission Temperature Sensor/Switch: Description and Operation Description Description The Transaxle Fluid Temperature (TFT) sensor is a thermistor which changes value based on the temperature of the transaxle fluid. A high transaxle fluid temperature may cause the vehicle to operate in "Hot Mode." While in "Hot Mode," shift points may be altered, 4th gear disabled, and Torque Converter Clutch (TCC) forced ON in 2nd gear. A failure in the TFT sensor or associated wiring should cause DTC P0712 or P0713 to set. In this case, engine coolant temperature will be substituted for the TFT sensor value, and the transaxle will operate normally. Refer to Automatic Transmission/Transaxle Diagnosis for a complete description of the TFT sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Brake Transmission Shift Interlock <--> [Shift Interlock, A/T] > Shift Interlock Solenoid > Component Information > Locations Under Center Console Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Brake Transmission Shift Interlock <--> [Shift Interlock, A/T] > Shift Interlock Solenoid > Component Information > Locations > Page 7254 Brake Transaxle Shift Interlock Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T > Component Information > Service and Repair Shift Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T > Component Information > Service and Repair > Page 7258 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T > Shift Cable, A/T > Component Information > Service and Repair Shift Cable: Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T > Shift Cable, A/T > Component Information > Service and Repair > Page 7263 REMOVE OR DISCONNECT 1. Negative battery cable. 2. Cable at transaxle selector lever. 3. Cable at transaxle cable bracket. 4. Center console. Refer to Instrument Panel, Gauges and Warning Indicators. 5. Cable at shin control assembly. 6. Cable grommet at cowl. 7. Cable from vehicle. INSTALL OR CONNECT 1. Cable through cowl and carpet. 2. Cable grommet and bolts in cowl. Tighten Grommet bolts to 2 Nm (17 inch lbs.). 3. Cable at shift control assembly. 4. Center control. Refer to Instrument Panel, Gauges and Warning Indicators. 5. Cable at transaxle cable brackets. 6. Cable at transaxle selector lever. 7. Negative battery cable. 8. Adjust cable. ADJUST 1. Place shift lever in NEUTRAL. - NEUTRAL can be found by rotating the selector shaft clockwise from PARK through REVERSE to NEUTRAL. 2. Place shift control assembly in NEUTRAL. 3. Pull cable locking clip fully upward. 4. Push tab on cable adjuster to adjust cable in cable mounting bracket. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > Customer Interest: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear Sun Gear: Customer Interest A/T - 4L60/65E, No Reverse/2nd or 4th Gear TECHNICAL Bulletin No.: 00-07-30-022D Date: June 10, 2008 Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust Heat Treated Parts) Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2 with 4L60/65-E Automatic Transmission (RPOs M30 or M32) Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a no reverse, no second or no fourth gear condition. First and third gears will operate properly. Cause The reaction sun gear (673) may not hold inside the reaction sun shell (670). Correction Important: There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the 2001 model year and prior that make use of a reaction shaft to shell thrust washer: ^ The sun shell can be identified by four square holes used to retain the thrust washer. Use reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun shell: It is possible that some 2001 and prior model year vehicles have had previous service to the reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns 24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A) and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below should also be used. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Follow the service procedure below for diagnosis and correction of the no reverse, no second, no forth condition. Important: If metallic debris is found on the transmission magnet, the transmission must be completely disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal transmission components. This should not be confused with typical "normal" fine particles found on all transmission magnets. Failure to properly clean the transmission case and internal components may lead to additional repeat repairs. 1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 825141. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > Customer Interest: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear > Page 7272 2. Remove the transmission from the vehicle. Refer to the appropriate SI document. Important: ^ Inspect all the transmission components for damage or wear. Replace all damaged or worn components. The parts shown above should be sufficient to correct this concern. ^ This condition does not normally require replacement of the transmission completely. Components such as clutches, valve body, pump and torque converters will NOT require replacement to correct this condition. Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit Repair Manual - Repair Instructions. 3. Reinstall the transmission in the vehicle. Refer to appropriate service information. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > Customer Interest: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear > Page 7273 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear Sun Gear: All Technical Service Bulletins A/T - 4L60/65E, No Reverse/2nd or 4th Gear TECHNICAL Bulletin No.: 00-07-30-022D Date: June 10, 2008 Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust Heat Treated Parts) Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2 with 4L60/65-E Automatic Transmission (RPOs M30 or M32) Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a no reverse, no second or no fourth gear condition. First and third gears will operate properly. Cause The reaction sun gear (673) may not hold inside the reaction sun shell (670). Correction Important: There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the 2001 model year and prior that make use of a reaction shaft to shell thrust washer: ^ The sun shell can be identified by four square holes used to retain the thrust washer. Use reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun shell: It is possible that some 2001 and prior model year vehicles have had previous service to the reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns 24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A) and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below should also be used. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Follow the service procedure below for diagnosis and correction of the no reverse, no second, no forth condition. Important: If metallic debris is found on the transmission magnet, the transmission must be completely disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal transmission components. This should not be confused with typical "normal" fine particles found on all transmission magnets. Failure to properly clean the transmission case and internal components may lead to additional repeat repairs. 1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 825141. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear > Page 7279 2. Remove the transmission from the vehicle. Refer to the appropriate SI document. Important: ^ Inspect all the transmission components for damage or wear. Replace all damaged or worn components. The parts shown above should be sufficient to correct this concern. ^ This condition does not normally require replacement of the transmission completely. Components such as clutches, valve body, pump and torque converters will NOT require replacement to correct this condition. Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit Repair Manual - Repair Instructions. 3. Reinstall the transmission in the vehicle. Refer to appropriate service information. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear > Page 7280 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Sun Gear: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Sun Gear: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON > Page 7286 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Sun Gear: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON > Page 7287 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Sun Gear: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON > Page 7293 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Sun Gear: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON > Page 7294 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter > Component Information > Technical Service Bulletins > A/T - Torque Converter Replacement Information Torque Converter: Technical Service Bulletins A/T - Torque Converter Replacement Information INFORMATION Bulletin No.: 01-07-30-010C Date: May 12, 2008 Subject: Automatic Transmission/Transaxle Torque Converter Replacement Models: 2009 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saturn Cars and Light Duty Trucks (Except VTi Equipped Vehicles (RPO M16 and M75) 2009 and Prior Saab 9-7X with ALL Automatic Transmissions and Transaxles Supercede: This bulletin is being revised to add the 2007-2009 model years. Please discard Corporate Bulletin Number 01-07-30-010B (Section 07 - Transmission/Transaxle). The purpose of this bulletin is to help technicians determine when a torque converter should be replaced. Below is a list of general guidelines to follow. The converter should NOT be replaced if the following apply: ^ DTC P0742 - TCC stuck on is set. This code is almost always the result of a controls condition (i.e. stuck TCC solenoid/valve). Experience has shown that this code rarely indicates a mechanical concern within the torque converter. ^ The fluid has an odor or is discolored but no evidence of metal contamination. ^ Fine metal particles (traces of metal flakes/gray color to fluid ) are found in the converter. This is not harmful to the torque converter. ^ The vehicle has been exposed to high mileage. ^ A small amount of wear appears on the hub where the oil pump drive gear mates to the converter (RWD only). A certain amount of such wear is normal for both the hub and oil pump gear. Neither the converter nor the front pump assembly should be replaced. The torque converter should be replaced under any of the following conditions: ^ The vehicle has TCC shudder and/or no TCC apply. First complete all electrical and hydraulic diagnosis and check for proper engine operation. The converter clutch may be damaged. Also the converter bushing and/or internal 0-ring may be damaged. ^ Evidence of damage to the oil pump assembly pump shaft turbine shaft drive sprocket support and bearing or metal chips/debris in the converter. ^ Metal chips/debris are found in the converter or when flushing the cooler and the cooler lines. ^ External leaks in the hub weld area lug weld or closure weld. ^ Converter pilot is broken damaged or fits poorly into the crankshaft. ^ The converter hub is scored or damaged. ^ The transmission oil is contaminated with engine coolant engine oil or water. ^ If excessive end play is found after measuring the converter for proper end play (refer to Service Manual). ^ If metal chips/debris are found in the fluid filter or on the magnet and no internal parts in the unit are worn or damaged. This indicates that the material came from the converter. ^ The converter has an unbalanced condition that results in a vibration that cannot be corrected by following Converter Vibration Procedures. ^ Blue converter or dark circular ring between lugs. This condition will also require a complete cleaning of the cooler and a check for adequate flow Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter > Component Information > Technical Service Bulletins > A/T - Torque Converter Replacement Information > Page 7299 through the cooler. ^ Converter bearing noise determined by noise from the bell housing area in Drive or Reverse at idle. The noise is gone in Neutral and Park. ^ If silicon from the viscous clutch is found in the lower pan (4T80-E ONLY). Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter > Component Information > Technical Service Bulletins > Page 7300 Torque Converter: Testing and Inspection GENERAL PROCEDURE 1. Start engine. 2. With engine at idle speed and the transaxle in Park or Neutral, observe vibration. 3. Shut off engine. Remove Or Disconnect a. Converter shield attaching bolts. b. Flywheel to torque converter attaching bolts. c. Rotate torque converter 120° (1/3 turn). Install Or Connect a. Torque converter to flywheel bolts. Apply adhesive/sealant compound GM P/N 12345493 or equivalent to flywheel bolts. Tighten Bolts to 62 Nm (46 ft. lbs.). Hand start and tighten "net slot" bolt first. Hand start and tighten the two remaining bolts. b. Transaxle converter cover bolts. Tighten - Bolts to 10 Nm (18 ft. lbs.). 4. Start engine and check for vibration. Repeat this procedure until the best possible balance is obtained by moving flywheel 120°. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter > Component Information > Service and Repair > Flywheel to Torque Converter Bolts Torque Converter: Service and Repair Flywheel to Torque Converter Bolts REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Transaxle converter cover bolts and cover. 3. Mark relationship of converter to flywheel. 4. Three bolts attaching converter to flywheel. INSTALL OR CONNECT 1. Bolts attaching converter to flywheel. Tighten All bolts to 62 Nm (46 ft. lbs.). Retorque the first bolt after all three have been tightened. 2. Converter cover and attaching bolts. Tighten Bolts to 10 Nm (89 inch lbs.). 3. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter > Component Information > Service and Repair > Flywheel to Torque Converter Bolts > Page 7303 Torque Converter: Service and Repair Torque Convertor and Turbine Shaft Seal REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle assembly from vehicle. 3. Remove the torque convertor assembly from the transaxle. 4. Remove the turbine shaft O-ring from the end of the turbine shaft using a screw driver. INSTALL OR CONNECT 1. Assemble a new turbine shaft O-ring on the end of the turbine shaft. 2. Install the torque convertor onto the transaxle. 3. Install the transaxle into the vehicle. Refer to TRANSAXLE ASSEMBLY. 4. Connect negative battery cable. Adjust - Oil level, refer to TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Check Valve > Component Information > Technical Service Bulletins > A/T - Revised Converter Check Valve/Cooler Line Fitting Torque Converter Check Valve: Technical Service Bulletins A/T - Revised Converter Check Valve/Cooler Line Fitting INFORMATION Bulletin No.: 04-07-30-017B Date: November 25, 2008 Subject: Information on 4T65-E MN7, M15, M76, MN3 Automatic Transmission Case, Cooler Fitting and Torque Converter Drain Back Check Ball Change Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks with one of the HYDRA-MATIC(R) Automatic Transmissions shown above. Supercede: This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 04-07-30-017A (Section 07 - Transmission/Transaxle). Effective with Julian date 4019 (January 19, 2004), the 4T65E transaxle cases and cooler fittings have changed and are not interchangeable with past models. The technician may find that when replacing the inlet or outlet transmission cooler lines, the new lines cannot be connected to the transmission. A change to the transmission cooler line fittings was implemented in production on February 1, 2004. The cooler line fittings were changed to a design with a longer lead in pilot (1). The cooler line fittings with the longer lead in pilot will not fit on models built before February 1, 2004. The longer lead in pilot fittings (1) (9/16-18 UNF) have replaced the shorter lead in pilot fittings (2) (3/8-18 NPSF w/check ball & 1/4-18 NPSF). If the transmission cooler lines will not connect, then replace them with the following cooler line fittings as appropriate with the older, shorter lead in pilot design: ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Inlet Hose, P/N 20793004. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Inlet Hose, second design P/N 15264588. ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Outlet Hose, P/N 20793005. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Outlet Hose, second design P/N 15264589. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Check Valve > Component Information > Technical Service Bulletins > A/T - Revised Converter Check Valve/Cooler Line Fitting > Page 7308 The torque specification has changed for the fittings to case. The torque has changed from 38 Nm (28 lb ft) to 32 Nm (23 lb ft). Tighten Tighten the new cooler fittings to 32 Nm (23 lb ft). The converter drain back check ball (420C) has been removed from the cooler line fitting and is now located in the channel plate. If you get a concern of no movement in the morning or after sitting for several hours, the cooler check ball should be inspected. The best way to determine where the check ball is located is to look at the cooler line fittings. The old fittings are different sizes (3/8-18 NPSF & 1/4-18 NPSF) and would contain the cooler check ball. The new fittings are the same size as each other (9/16-18 UNF) and do not have a cooler check ball. Parts Information Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch, A/T > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Torque Converter Clutch: Initial Inspection and Diagnostic Overview Functional Check - 4T40-E Transaxle 1. Install a tachometer or a scan tool. 2. Operate the vehicle until you have reached the proper operating temperature. 3. Drive the vehicle at 80-88 km/h (50-55 mph) with a light throttle (road load). 4. Maintaining throttle speed, lightly touch the brake pedal. Check for the release of the TCC and a slight increase in engine speed. 5. Release the brake and slowly accelerate. Check for a reapply of the converter clutch and a slight decrease in engine speed. Preliminary Checks - TCC - 4T40-E Transaxle To properly diagnose the Torque Converter Clutch (TCC) system perform all electrical testing first and then the hydraulic testing. Refer to Engine and AUTOMATIC TRANSAXLE for additional information. For electrical schematic of TCC system, Refer to Engine. Preliminary Information - TCC - 4T40-E Transaxle In order to properly diagnose the Torque Converter Clutch (TCC) system, perform all electrical testing first. Then perform the hydraulic testing. The TCC is applied by fluid pressure, which is controlled by a solenoid valve. This solenoid valve is located inside of the valve body. The solenoid valve energizes by completing an electrical circuit through a combination of switches and sensors. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch, A/T > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 7313 Torque Converter Clutch: Symptom Related Diagnostic Procedures Noise - 4T40-E Transaxle IMPORTANT: Do not confuse this noise with pump whine noise, which is usually noticeable in Park, Neutral, and all other gear ranges. Pump whine will vary with line pressure. You may notice a torque converter whine when the vehicle is stopped and the transaxle is in Drive or Reverse. This noise will increase as you increase the engine RPM. The noise will stop when the vehicle is moving or when you apply the torque converter clutch, because both halves of the converter are turning at the same speed. Perform a stall test to make sure the noise is actually coming from the converter: 1. Place your foot on the brake. 2. Put the gear selector in Drive. NOTICE: You may damage the transmission if you depress the accelerator for more than six seconds. 3. Depress the accelerator to approximately 1200 RPM for no more than six seconds. A torque converter noise will increase under this load. Poor Acceleration at High Speed - 4T40-E Transaxle If the stator is locked up at all times, performance is normal when accelerating from a standstill. Engine RPM and car speed are limited or restricted at high speeds. Visual examination of the converter may reveal a blue color from overheating. If the converter has been removed, you can check the stator roller clutch by inserting two fingers into the splined inner race of the roller clutch and trying to turn the race in both directions. You should be able to freely turn the inner race clockwise, but you should have difficulty in moving the inner race counterclockwise or you may be unable to move the race at all. Poor Acceleration at Low Speed - 4T40-E Transaxle If the stator is freewheeling at all times, the car tends to have poor acceleration from a standstill. At speeds above 50-55 km/h (30-35 mph), the car may act normally. For poor acceleration, you should first determine that the exhaust system is not blocked, and the transmission is in First gear when starting out. If the engine freely accelerates to high RPM in Neutral, you can assume that the engine and the exhaust system are normal. Check for poor performance in Drive and Reverse to help determine if the stator is freewheeling at all times. General Information The key to diagnosing Torque Converter Clutch (TCC) shudder is to note when it happens and under what conditions. TCC shudder which is caused by the transmission should only occur during the apply or the release of the converter clutch. Shudder should seldom occur after the TCC plate is fully applied. If Shudder Occurs While TCC Is Applying or Releasing If the shudder occurs while the TCC is applying, the problem can be within the transmission or the torque converter. Something is causing one of the following conditions to occur: Something is not allowing the clutch to become fully engaged. - Something is not allowing the clutch to release. - The clutch is releasing and applying at the same time. One of the following conditions may be causing the problem to occur: Leaking turbine shaft seals. - A restricted release orifice. - A distorted clutch or housing surface due to long converter bolts. - Defective friction material on the TCC plate. If Shudder Occurs After TCC Has Applied If shudder occurs after the TCC has applied, most of the time there is nothing wrong with the transmission! As mentioned above, the TCC is not likely to slip after the TCC has been applied. Engine problems may go unnoticed under light throttle and load, but they become noticeable after the TCC apply when going up a hill or accelerating. This is due to the mechanical coupling between the engine and the transmission. Once TCC is applied, there is no torque converter (fluid coupling) assistance. Engine or driveling vibrations could be unnoticeable before TCC Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch, A/T > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 7314 engagement. Inspect the following components in order to avoid misdiagnosis of TCC shudder. An inspection will also avoid the unnecessary disassembly of a transmission or the unnecessary replacement of a converter. - Spark plugs - Inspect for cracks, high resistance or a broken insulator. - Plug wires - Look in each end. If there is red dust (ozone) or a black substance (carbon) present, then the wires are bad. Also look for a white discoloration of the wire. This indicates arcing during hard acceleration. - Distributor cap and rotor - Look for broken or uncrimped parts. - Coil - Look for a black discoloration on the bottom of the coil. This indicates arcing while the engine is misfiring. - Fuel injector - The filter may be plugged. - Vacuum leak - The engine will not get a correct amount of fuel. The mixture may run rich or lean depending on where the leak occurs. - EGR valve - The valve may let in too much or too little unburnable exhaust gas and could cause the engine to run rich or lean. - MAP/MAF sensor - Like a vacuum leak, the engine will not get the correct amount of fuel for proper engine operation. - Carbon on the intake valves - Carbon restricts the proper flow of air/fuel mixture into the cylinders. - Flat cam - Valves do not open enough to let the proper fuel/air mixture into the cylinders. - Oxygen sensor - This sensor may command the engine too rich or too lean for too long. - Fuel pressure - This may be too low. - Engine mounts - Vibration of the mounts can be multiplied by TCC engagement. - Axle joints - Check for vibration. - TP Sensor - The TCC apply and release depends on the TP Sensor in many engines. If the TP Sensor is out of specification, TCC may remain applied during initial engine loading. - Cylinder balance - Bad piston rings or poorly sealing valves can cause low power in a cylinder. - Fuel contamination - This causes poor engine performance. Vibration Test Procedure GENERAL PROCEDURE 1. Start the engine. 2. With the engine at idle speed and the transmission in Park or Neutral, observe the vibration. 3. Turn the key off. REMOVAL PROCEDURE 1. Remove the bolts attaching the flexplate shield. 2. Remove the bolts attaching the flexplate to the torque converter. 3. Rotate the torque converter 120°. INSTALLATION PROCEDURE 1. Install the flexplate to the torque converter. Secure with the attaching bolts. Tighten Tighten the bolts to 62 Nm (46 ft. lbs.). 2. Install the flexplate shield. Secure with attaching bolts. Start the engine and check for vibration. Repeat the procedure until you obtain the best possible balance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch, A/T > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 7315 Torque Converter Clutch: Component Tests and General Diagnostics Torque Converter Stator - 4T40-E Transaxle The torque converter stator roller clutch can have two different malfunctions. The stator assembly freewheels in both directions. - The stator assembly remains locked up at all times. When to Replace the Torque Converter - 4T40-E Transaxle Replace the torque converter under any of the following conditions: External leaks appear in the hub weld area. - The converter hub is scored or damaged. - The converter pilot is broken, damaged, or fits poorly into the crankshaft. - You discover steel particles after flushing the cooler and the cooler lines. - The pump is damaged or you discover steel particles in the converter. - The vehicle has TCC shudder and/or no TCC apply. Replace the torque converter only after all hydraulic and electrical diagnoses have been made. The converter clutch material may be glazed. - The converter has an imbalance which cannot be corrected. Refer to the FLEXPLATE/TORQUE CONVERTER VIBRATION TEST PROCEDURE. - The converter is contaminated with engine coolant which contains antifreeze. - An internal failure occurs in the stator roller clutch. - You notice excessive end play. - Overheating produces heavy debris in the clutch. - You discover steel particles or clutch lining material in the fluid filter or on the magnet, when no internal parts in the unit are worn or damaged. This condition indicates that lining material came from the converter. When You Do Not Replace the Torque Converter - 4T40-E Transaxle Do not replace the torque converter if you discover any of the following symptoms: The oil has an odor or the oil is discolored even though metal or clutch facing particles are not present. - The threads in one or more of the converter bolt holds are damaged. Correct the condition with a thread insert. - Transmission failure did not display evidence of damaged or worn internal parts, steel particles or clutch plate lining material in the unit and inside the fluid filter. - The vehicle has been exposed to high mileage only. An exception may exist where the lining of the torque converter clutch dampener plate has seen excess wear by vehicles operated in heavy and/or constant traffic, such as taxi delivery, or police use. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair Torque Converter Clutch Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Page 7319 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush Transmission Cooler: Technical Service Bulletins A/T - Fluid Oil Cooler Flush INFORMATION Bulletin No.: 02-07-30-052G Date: March 02, 2011 Subject: Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow(R) Models: 2011 and Prior Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2 2006-2010 HUMMER H3 with Automatic Transmission/Transaxle including Allison(R) Transmissions Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 02-07-30-052F (Section 07 - Transmission/Transaxle). Important All labor operations that include removal of the transmission from the vehicle include labor time to flush the transmission oil cooler system. The J 45096 transmission oil cooling system flush and flow test tool replaces current tool J 35944-A. J 45096 is a self-contained unit utilizing a 12-volt flow meter, shop air supply and DEXRON(R) VI automatic transmission fluid (ATF). In the flush mode, transmission fluid is cycled through the transmission oil cooling system. High-pressure air is automatically injected into the fluid stream adding agitation to the ATF oil to enhance the removal of contaminated ATF oil and debris. In the flow mode, an electronic flow meter is used to measure the flow capability of the ATF oil cooling system. A digital display indicates the ATF oil flow rate in gallons per minute (GPM) along with the amount of ATF oil in the supply vessel, supply vessel ATF oil temperature, machine cycles and the operating mode. The supply oil vessel has 30 L (32 qt) capacity and the waste oil vessel has 32 L (34 qt) capacity. The waste oil vessel is constructed of a translucent composite material that allows the user to easily identify the oil level. The waste oil vessel can accommodate vacuum evacuation and gravity draining. In the code mode, a random, encrypted code is generated that can be used for verification of flow test results. Current essential cooler line adapters are used to connect the J 45096 to the automatic transmission oil cooler lines that allows J 45096 to adapt to General Motors passenger cars and light duty trucks, current and past models (except the Pontiac Vibe, Wave and Chevrolet Aveo). The tool may be adapted for use on the Pontiac Vibe, Wave and Chevrolet Aveo by dealership personnel with a barbed hose connector and rubber hose obtained locally. The Vibe's/Wave's/Aveo's transmission has a transmission oil requirement which is slightly different than DEXRON(R) VI ATF. However, flushing the cooler with DEXRON(R) VI automatic transmission fluid is an acceptable service procedure. Very little fluid remains in the cooler after the flush procedure and the residual DEXRON(R) VI ATF in the cooler is compatible with the Vibe's/Wave's/Aveo's transmission fluid. Notice Insufficient oil flow through the ATF oil cooling system will cause premature transmission failure. The required minimum ATF oil flow rate reading is directly related to the supply oil temperature. Refer to the flow rate reference chart for the oil flow rate specification based on the temperature of the ATF in the supply vessel. Helpful Hints for Maintaining the Temperature at or above 18°C (65°F) Important - The temperature of the supply vessel oil must be 18°C (65°F) or greater for J 45096 to operate. It is recommended to store the J 45096 in an area of the dealership where the room temperature remains at or above 18°C (65°F) when not in use. - Do not attempt to increase the fluid temperature in the Transflow(R) machine with an engine oil dipstick, or any other immersion type heater. The Transflow(R) machine has a check valve in the supply reservoir. Inserting a heater will damage the check valve and the subsequent repair expense would be the dealer's responsibility. - A heater blanket, P/N J-45096-10, is available for the Transflow(R) transmission cooling system flushing tool. This heater fastens around the Transflow(R) internal supply vessel and runs on 110 volts AC. The heater will warm the ATF in the supply vessel to at least 18°C (65° F) and has a thermostat to hold a constant temperature. Store the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine in a room where the temperature is maintained at or above 18°C (65°F). Keep the ATF level in the reservoir low when the Transmission Cooling System Service Tool, J 45096, Transflow(R), is not in use. Store several gallons of oil in an area where the temperature is maintained at or above 18°C (65°F). Fill the reservoir of the J 45096 as needed before using the machine on Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7324 each repair. With the ATF in a tightly sealed container, place the container in a tub of hot water for a period of time. Then pour the ATF into the reservoir. This method works best with a low fluid level in the reservoir. Place the Transflow(R) machine in the direct sunlight with the cabinet door open to expose the reservoir to the rays of the warm sun. Flush / Flow Test Procedure Important All labor operations that include removal of the transmission from the vehicle and require the transmission oil pan or transmission side cover to be removed include labor time to flush the transmission oil cooler system. Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the appropriate procedure. Important The J 45096 can be used to flush the transmission oil cooler system on an Allison equipped vehicle, but the flow meter should not be utilized. Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the appropriate flow check procedure. Machine Displays After completion of the flush and flow test, the following information is to be recorded on the repair order. This information is displayed on the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine when the dial is in the code position. - Tested flow rate (displayed in Gallons Per Minute (GPM) - Temperature (displayed is degrees Fahrenheit) - Cycle number (a number) - Seven digit Alpha/Numeric flow code (i.e. A10DFB2) Warranty Information Important All labor operations that include removal of the transmission from the vehicle include labor time to flush the transmission oil cooler system. Performing a transmission oil cooling system flush and flow test will use between 4.7-7.5 L (5-8 qts) of DEXRON(R)VI transmission fluid. The amount Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7325 of transmission fluid (ATF), (DEXRON(R)VI) (fluid) that is to be charged for the flush portion of the repair should not exceed the allowable charge for 7.5 L (2 gal) of fluid. This expense should be shown in the Parts Section of the warranty claim document. The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card and placed in the comments section of the warranty claim. Any repair that requires the technician to contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent will request the seven digit flow code and add the information to the PQC case prior to providing authorization for the warranty claim. The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card, entered in the warranty claim labor operation Flush Code additional field (when available) and placed in the comments section of the warranty claim. Any repair that requires the technician to contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent will request the seven digit flow code and add the information to the PQC case prior to providing authorization for the warranty claim. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7326 Transmission Cooler: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7327 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7328 Transmission Cooler: Technical Service Bulletins A/T - Oil Cooler Flushing Frequently Asked Questions File In Section: 07 - Transmission/Transaxle Bulletin No.: 03-07-30-027 Date: June, 2003 INFORMATION Subject: Most Frequently Asked Questions and Answers for J 45096 TransFlow Transmission Oil Cooling System Flushing Machine Models: 2004 and Prior Passenger Cars and Light Duty Trucks with Automatic Transmission/Transaxle 2004 and Prior HUMMER H2 This bulletin is issued to help answer the most frequently asked questions and concerns about essential tool J 45096. Q: Why doesn't the machine work below 18°C (65°F)? A: The flow characteristics of ATF at temperatures below 18°C (65°F) does not provide accurate flow test results with the electronics used in the J 45096. Q: Why didn't the unit come with a tank heater? A: The vast majority of dealerships do not require a heater to keep the ATF above 18°C (65°F). As a result, the heater was deleted as a cost-savings measure. A tank heater, J 45096-10, is currently available from Kent-Moore if your dealership requires it. Refer to Corporate Bulletin Number 03-07-30-002A for suggestions on warming the ATF without using a heater blanket. Q: Why does the machine fail new oil coolers? A: Several reasons have been found. The most likely reason is the air pressure at the air hose connected to the J 45096 is less than 586 kPa (85 psi). Other reasons include a twisted hose inside the J 45096 at the bulkhead as a result of the nut turning when the waste or supply hose was installed, the internal pressure regulator was improperly set at the factory or a problem with the cooler lines on the vehicle. Perform the J 45096 self-test as described on pages 9 and 10 of the Operation Manual. If a problem is still detected, refer to Troubleshooting on page 19 of the Operation Manual. If a problem still persists, contact Kent-Moore Customer Service at 1-800-345-2233. Q: What is the difference between steel and aluminum oil coolers? A: The aluminum oil cooler tube is slightly thinner in construction than the steel oil cooler tube, which affects the oil flow rate. The fitting that is protruding out of the radiator tank easily identifies the aluminum oil cooler. Refer to the Quick Reference card provided with the J 45096 in order to identify the proper flow rate for the aluminum oil cooler. Q: Why can't I use TransFlow for Allison transmission cooling Systems? A: Validation of TransFlow is currently under development for light duty trucks equipped with the Allison automatic transmission. TransFlow is based on the existing MINIMUM flow rate specification through the transmission oil cooling system. The Allison transmission oil cooling system only has MAXIMUM oil flow rates specified and J 45096 does not have the capability to test the transmission oil cooling system at the maximum oil flow rate specification. Q: Why doesn't GM publish a specification for auxiliary transmission oil coolers? A: The auxiliary oil cooler used with GM vehicles does not contain an internal turbulator plate like the radiator tank oil cooler does. Therefore, there is no internal restriction that would affect the flow rate through the oil cooling system so a specification for auxiliary oil cooler is not required. Keep in mind, kinks and damage to the auxiliary cooler and lines can affect the flow rate through the system. Q: Why did GM drop the labor time for transmission repairs? A: The labor for flushing and flow testing the transmission oil cooling system is included with the R&R; labor of the "K" labor operations that require transmission removal. The time required to use the J 45096 to perform the flush and flow test is much less than that of the J 35944-A. The warranty labor savings allowed GM to provide the J 45096 at no cost to dealerships. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7329 Q: Why didn't the machine come with the adapters to hook up to the car? A: The J 45096 was designed to use the previously released essential cooler line adapters for the J 35944-A. All adapters are listed on page 17 of the Operation Manual and can be ordered from Kent-Moore at 1-800-345-2233. Q: How do I connect the J 45096 to a Catera, Prizm or a Vibe? A: These vehicles, along with many other models, only require barbed fittings to connect to the rubber cooler hose. These fittings are commercially available and already found in many shops. Q: Why didn't I receive an Operation Manual with the machine? A: The Operation Manual was packaged in the upper portion of the shipping carton. If the shipping carton was lifted off the base without opening the top of the carton, the Operation Manual could have been discarded with the carton. Replacement Operation Manual packages can be obtained from Kent-Moore Customer Service at 1-800-345-2233. Q: Why can't I re-use the transmission fluid I use for flushing? A: The very fine metal and clutch material debris from the transmission failure in the ATF causes failures with the hall effect speed sensors that are used to measure the flow rate. To avoid costly repairs, expensive filters, regular maintenance and problems caused by a partially restricted filter, the filter was not included. Q: What do I do if I need service on my machine? A: Call Kent-Moore Customer Service at 1-800-345-2233. The J 45096 has a one-year warranty. Q: Can I flush and flow engine oil coolers? A: The engine oil cooler flow rates, the appropriate adapters and an acceptable procedure are currently under development. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7330 Transmission Cooler: Technical Service Bulletins A/T - Cooler Flush Adapter Tools File In Section: 7 - Transmission Bulletin No.: 77-71-68 Date: October, 1997 INFORMATION Subject: Cooler Flush Adapter Tools for HYDRA-MATIC 4T40-E Transaxle and 4L60-E Transmission Models: 1995-98 Chevrolet Cavalier 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass 1995-98 Pontiac Sunfire with HYDRA-MATIC 4T40-E Transaxle (RPO MN4) and with 2.2L, 2.4L or 3.1 L Engine (VINs 4, T, M - RPOs LN2, LD9, L82) 1998 Chevrolet Camaro 1998 Oldsmobile Bravada 1998 Pontiac Firebird 1996-98 Chevrolet and GMC C/K, G Models 1998 Chevrolet and GMC M/L, S/T Models with HYDRA-MATIC 4L60-E Transmission (RPO M30) and with 2.2L, 3.8L, 4.3L, 5.0L or 5.7L Engine (VINs 4, G, K, W, X, M, R - RPOs LN2, LS1, L36, L35, LF6, L30, L31, L05) This bulletin contains information regarding new service tools which are now available from Kent-Moore. These tools will aid in oil cooler flushing and flow checking procedures. 4T40-E (Figure 1) A new cooler flush adapter tool J 35944-440 is available from Kent-Moore to aid in attaching the 4T40-E cooler lines to the existing Kent-Moore cooler flushing tool J 35944-A. A new cooler flow adapter tool J 42776 is available from Kent-Moore to aid in capturing return oil from the radiator during oil flow checking procedures. Disconnect the return cooler line at the radiator and install the cooler flow adapter tool J 42776 to the radiator to aid in capturing the transmission oil. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7331 4L60-E (Figure 2) A new cooler flush adapter tool J 35944-200 is available from Kent-Moore to aid in attaching the 4L60-E quick connect cooler lines to the existing Kent-Moore cooler flushing tool J 35944-A. Cooler Flushing The transmission oil cooler must be flushed whenever a transmission is removed from the vehicle for service or if fluid contamination is suspected. Use the Kent-Moore tool J 35944-A and solvent J 35944-22 to flush the cooler. Instructions for using the cooler flushing tool and performing fluid flow check may be found in the On-Vehicle Service Section of the service manual or may be found on a Corporate Service Bulletin 77-71-59. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount, A/T > Component Information > Service and Repair > Transaxle Mount (Front or Rear) Transmission Mount: Service and Repair Transaxle Mount (Front or Rear) GENERAL INFORMATION IMPORTANT: When replacing any transaxle mount, the remaining mount through bolts and mount bracket to cradle nuts need to be loosened, then tightened in the following sequence: 1. Rear mount through bolt. 2. Rear mount bracket to cradle. 3. Front mount bracket to cradle. 4. Front mount through bolt. 5. Left mount through bolt. NOTE: This procedure will eliminate engine/transaxle mount preload, which could cause driveability concerns. Tighten fasteners to manufacturers specifications. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount, A/T > Component Information > Service and Repair > Transaxle Mount (Front or Rear) > Page 7336 ^ Tool Required: J 28467-360 Engine Support Fixture Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount, A/T > Component Information > Service and Repair > Transaxle Mount (Front or Rear) > Page 7337 REMOVE OR DISCONNECT 1. Negative battery cable. 2. Install J 28467-360 Engine Support Fixture. 3. Raise vehicle and support the vehicle. 4. Transaxle mount assembly bolts. 5. Transaxle mount. INSTALL OR CONNECT 1. Transaxle mount. 2. Transaxle mount assembly bolts. 3. Lower vehicle. 4. Remove engine support fixture. 5. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount, A/T > Component Information > Service and Repair > Transaxle Mount (Front or Rear) > Page 7338 Transmission Mount: Service and Repair Transaxle Mount (Left) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount, A/T > Component Information > Service and Repair > Transaxle Mount (Front or Rear) > Page 7339 ^ Tool Required: J 28467-360 Engine Support Fixture Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount, A/T > Component Information > Service and Repair > Transaxle Mount (Front or Rear) > Page 7340 IMPORTANT: When replacing any transaxle mount, the remaining mount through bolts and mount bracket to cradle nuts need to be loosened, then tightened in the following sequence: 1. Rear mount through bolt. 2. Rear mount bracket to cradle. 3. Front mount bracket to cradle. 4. Front mount through bolt. 5. Left mount through bolt. NOTE: This procedure will eliminate engine/transaxle mount preload, which could cause driveability concerns. Tighten fasteners to manufacturers specifications. REMOVE OR DISCONNECT 1. Negative battery cable. 2. Install J 28467-360 Engine Support Fixture. 3. Raise vehicle and support the vehicle. 4. Left front tire and wheel assembly, Refer to Steering And Suspension. 5. Left front splash shield. 6. Left transaxle mount bolts. 7. Left transaxle mount. INSTALL OR CONNECT 1. Left transaxle mount. 2. Left transaxle mount bolts. 3. Left front splash shield. 4. Left front tire and wheel assembly, Refer to Steering And Suspension. 5. Lower vehicle. 6. Remove engine support fixture. 7. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount, A/T > Component Information > Service and Repair > Transaxle Mount (Front or Rear) > Page 7341 Transmission Mount: Service and Repair Transaxle Brace REMOVE OR DISCONNECT 1. Negative battery cable. 2. Raise vehicle and support the vehicle. 3. Right front tire and wheel assembly. 4. Right front splash shield. 5. Transaxle brace bolts. 6. Transaxle brace. INSTALL OR CONNECT 1. Transaxle brace. 2. Transaxle brace to engine bolts. 3. Transaxle brace to transaxle bolts. 4. Right front splash shield. 5. Right front tire and wheel assembly, Refer to Steering And Suspension. 6. Lower vehicle. 7. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7350 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7351 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7357 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7358 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Transmission Position Switch/Sensor: > 83-17-04 > Oct > 98 > Door Handles - On White Painted Vehicles Turning Yellow Rear Door Exterior Handle: All Technical Service Bulletins Door Handles - On White Painted Vehicles Turning Yellow File In Section: 10 - Body Bulletin No.: 83-17-04 Date: October 1998 Subject: Door Handles on White Painted Vehicles Turning Yellow (Replace Lock Cylinder and Door Handle) Models: 1992-98 Buick Skylark 1995-99 Buick Riviera 1997-99 Buick Century, Regal 1992-99 Cadillac Eldorado, Seville 1994-99 Cadillac DeVille 1997-99 Chevrolet Corvette, Malibu 1991-96 Oldsmobile Ninety Eight 1992-98 Oldsmobile Achieva 1992-99 Oldsmobile Eighty Eight, LSS, Regency 1995-99 Oldsmobile Aurora 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1992-99 Pontiac Bonneville, Grand Am 1997-99 Pontiac Grand Prix 1997-99 Chevrolet Venture 1997-99 Oldsmobile Silhouette 1997-99 Pontiac Trans Sport Condition Some customers may comment that the white paint around the door handle is turning yellow. Cause The grease that is used to lubricate the tumblers in the lock cylinder may migrate out of the cylinder and stain the paint. Correction Replace the lock cylinder and door handle. New lock cylinder kits have been released. The new kits have a black tube of grease in them which should be used on white vehicles. The old kits have either a clear tube or white tube of grease that can be used on any vehicle EXCEPT white painted vehicles. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Page 7369 Valid Input Combinations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 Transaxle Range Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 > Page 7372 Transaxle Range Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7373 Transmission Position Switch/Sensor: Description and Operation Valid Input Combinations DESCRIPTION The Transaxle Range Switch is part of the Transaxle Park/Neutral Position (PNP) switch mounted on the transaxle manual shaft. The 4 inputs from the transaxle range switch indicate to the PCM which position is selected by the Transaxle selector lever. This information is used for transmission shift control, ignition timing, EVAP canister purge, EGR and Idle Air Control (IAC) valve operation. The combination of the four transaxle range input states determine the PCM commanded shift pattern. The input voltage level at the PCM is high (B+) when the transaxle range switch is open and low when the switch is closed to ground. The state of each input is represented on the scan tool as X=high voltage level, O=low voltage level. The four parameters represent transaxle range switch Parity, A, B, and C inputs respectively. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7374 Transmission Position Switch/Sensor: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7375 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7376 Transmission Position Switch/Sensor: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Shift linkage. 3. Electrical connector. 4. Mounting bolts. 5. Switch assembly. REPLACEMENT - USING OLD SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft with switch. 3. Mounting bolts, loosely. 4. Insert J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Remove Or Disconnect 1. J 41545. IMPORTANT: After switch adjustment, verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch. REPLACEMENT - USING NEW SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft to flats in switch and install switch assembly. 3. Mounting bolts. 4. Insert tool J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Important: After switch installation verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch using Replacement - Using Old Switch procedure. Adjust 1. Place transaxle control shifter assembly in the NEUTRAL notch in detent plate. 2. Loosen switch attaching bolts. 3. Rotate switch on shifter assembly to align J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7377 Tighten Bolts to 24 Nm (18 ft. lbs.). 4. Remove J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions Transmission Temperature Sensor/Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7382 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7383 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7384 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7385 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7386 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7387 Transmission Temperature Sensor/Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7388 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7389 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7390 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7391 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7392 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7393 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7394 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7395 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7396 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7397 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7398 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7399 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7400 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7401 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7402 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7403 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7404 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7405 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7406 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7407 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7408 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7409 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7410 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7411 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7412 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7413 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Page 7414 Transmission Temperature Sensor/Switch: Description and Operation Description Description The Transaxle Fluid Temperature (TFT) sensor is a thermistor which changes value based on the temperature of the transaxle fluid. A high transaxle fluid temperature may cause the vehicle to operate in "Hot Mode." While in "Hot Mode," shift points may be altered, 4th gear disabled, and Torque Converter Clutch (TCC) forced ON in 2nd gear. A failure in the TFT sensor or associated wiring should cause DTC P0712 or P0713 to set. In this case, engine coolant temperature will be substituted for the TFT sensor value, and the transaxle will operate normally. Refer to Automatic Transmission/Transaxle Diagnosis for a complete description of the TFT sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 07-07-30-025 > Oct > 07 > A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Valve Body: Customer Interest A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Bulletin No.: 07-07-30-025 Date: October 01, 2007 INFORMATION Subject: Information On 4T40-E (MN4) and 4T45-E (MN5) Front Wheel Drive Automatic Transmission Valve Body Reconditioning, DTC P0741, P0742, P0751, P0752, P0756, P0757, P1811, Harsh Shifts, Slips, No Drive, No Reverse Models: 1997-2005 Chevrolet Cavalier 1997-2007 Chevrolet Malibu 2005-2007 Chevrolet Cobalt 2006-2007 Chevrolet Malibu Maxx, HHR 1997-1998 Oldsmobile Cutlass 1999-2004 Oldsmobile Alero 1997-2005 Pontiac Sunfire 1999-2005 Pontiac Grand Am 2005-2006 Pontiac Pursuit (Canada Only) 2005-2007 Pontiac G6 2007 Pontiac GS 2000-2005 Saturn L-Series 2005-2007 Saturn ION, VUE 2007 Saturn Aura with Hydra-Matic(R) 4T40-E (RPO MN4) and 4T45-E (RPO MN5) Automatic Transmission The following new service information outlined in this bulletin will aid technicians in providing easy to follow valve body reconditioning instructions and new illustrations to simplify reassembly of the valve body. The service bulletin will also provide additional service information documents that are related to the 4L6x transmission family. Related Service Documents PIP 3253B - No Move Drive or Reverse 02-07-30-039F - Firm Transmission Shifts 02-07-30-050 - Engineering Change Valve Body If valve body cleaning is not required, Do Not disassembly bores unless it is necessary to verify movement of valves. Inspection Procedure Using the exploded views in this bulletin, inspect each bore for freedom of valve(s) movement and evidence of debris. Pay particular attention to those valves related to the customer's concern. Verify movement of the valves in their normal installed position. Valves may become restricted during removal or installation. This is normal due to small tolerances between the valves and bores. If a valve is restricted and cannot be corrected by cleaning valve and bore, then replace valve body. Describe restricted valve on repair order. Be sure all solenoids are installed with the electrical connectors facing the non-machined (cast) side of the valve body; otherwise, the solenoids will bind against the transmission case as the valve body bolts are tightened and damage may occur. Disassembly/Reassembly If a valve is restricted by a metal burr from machining that bore, remove valve and burr, then inspect movement in the valve's normal position. If no other debris or restrictions are found, then reassemble valve body and install in the transmission. If the valve body has been contaminated with debris from another transmission component failure, then disassemble all bores for complete cleaning of all valve body components. If possible keep individual bore parts separated for ease of reassembly. Use the following illustrations in this bulletin for a Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 07-07-30-025 > Oct > 07 > A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7423 positive identification and location of individual parts: Valve Body Spring and Bore Plug Chart (Metric) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 07-07-30-025 > Oct > 07 > A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7424 Valve Body Spring and Bore Plug Chart (Inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 07-07-30-025 > Oct > 07 > A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7425 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 07-07-30-025 > Oct > 07 > A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7426 Left Side Control Valve Body Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 07-07-30-025 > Oct > 07 > A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7427 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 07-07-30-025 > Oct > 07 > A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7428 Right Side Control Valve Body Assembly Control Valve Body Assembly Chart, Valve Springs and Bore Plugs Using GM Brake Clean, or equivalent, in a safe and clean environment (clean aluminum pan) clean the valve body and dry it with compressed air. Use appropriate eye protection. Clean individual valve body components with GM Brake Clean, or equivalent. Coat each valve with clean ATF and reassemble in each bore. Check each valve for free movement during assembly of each bore. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-07-30-036H > Jan > 09 > A/T Control - DTC P0756 Diagnostic Tips Valve Body: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 07-07-30-025 > Oct > 07 > A/T DTC's P0741/P0751/P0752/P0756/P0757/P1811 Valve Body: All Technical Service Bulletins A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Bulletin No.: 07-07-30-025 Date: October 01, 2007 INFORMATION Subject: Information On 4T40-E (MN4) and 4T45-E (MN5) Front Wheel Drive Automatic Transmission Valve Body Reconditioning, DTC P0741, P0742, P0751, P0752, P0756, P0757, P1811, Harsh Shifts, Slips, No Drive, No Reverse Models: 1997-2005 Chevrolet Cavalier 1997-2007 Chevrolet Malibu 2005-2007 Chevrolet Cobalt 2006-2007 Chevrolet Malibu Maxx, HHR 1997-1998 Oldsmobile Cutlass 1999-2004 Oldsmobile Alero 1997-2005 Pontiac Sunfire 1999-2005 Pontiac Grand Am 2005-2006 Pontiac Pursuit (Canada Only) 2005-2007 Pontiac G6 2007 Pontiac GS 2000-2005 Saturn L-Series 2005-2007 Saturn ION, VUE 2007 Saturn Aura with Hydra-Matic(R) 4T40-E (RPO MN4) and 4T45-E (RPO MN5) Automatic Transmission The following new service information outlined in this bulletin will aid technicians in providing easy to follow valve body reconditioning instructions and new illustrations to simplify reassembly of the valve body. The service bulletin will also provide additional service information documents that are related to the 4L6x transmission family. Related Service Documents PIP 3253B - No Move Drive or Reverse 02-07-30-039F - Firm Transmission Shifts 02-07-30-050 - Engineering Change Valve Body If valve body cleaning is not required, Do Not disassembly bores unless it is necessary to verify movement of valves. Inspection Procedure Using the exploded views in this bulletin, inspect each bore for freedom of valve(s) movement and evidence of debris. Pay particular attention to those valves related to the customer's concern. Verify movement of the valves in their normal installed position. Valves may become restricted during removal or installation. This is normal due to small tolerances between the valves and bores. If a valve is restricted and cannot be corrected by cleaning valve and bore, then replace valve body. Describe restricted valve on repair order. Be sure all solenoids are installed with the electrical connectors facing the non-machined (cast) side of the valve body; otherwise, the solenoids will bind against the transmission case as the valve body bolts are tightened and damage may occur. Disassembly/Reassembly If a valve is restricted by a metal burr from machining that bore, remove valve and burr, then inspect movement in the valve's normal position. If no other debris or restrictions are found, then reassemble valve body and install in the transmission. If the valve body has been contaminated with debris from another transmission component failure, then disassemble all bores for complete cleaning of all valve body components. If possible keep individual bore parts separated for ease of reassembly. Use the following illustrations in this bulletin for a Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 07-07-30-025 > Oct > 07 > A/T DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7438 positive identification and location of individual parts: Valve Body Spring and Bore Plug Chart (Metric) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 07-07-30-025 > Oct > 07 > A/T DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7439 Valve Body Spring and Bore Plug Chart (Inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 07-07-30-025 > Oct > 07 > A/T DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7440 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 07-07-30-025 > Oct > 07 > A/T DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7441 Left Side Control Valve Body Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 07-07-30-025 > Oct > 07 > A/T DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7442 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 07-07-30-025 > Oct > 07 > A/T DTC's P0741/P0751/P0752/P0756/P0757/P1811 > Page 7443 Right Side Control Valve Body Assembly Control Valve Body Assembly Chart, Valve Springs and Bore Plugs Using GM Brake Clean, or equivalent, in a safe and clean environment (clean aluminum pan) clean the valve body and dry it with compressed air. Use appropriate eye protection. Clean individual valve body components with GM Brake Clean, or equivalent. Coat each valve with clean ATF and reassemble in each bore. Check each valve for free movement during assembly of each bore. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Valve Body: > 01-08-50-009 > Aug > 01 > Passenger Front Seat - Rattles When Unoccupied Seat Track: All Technical Service Bulletins Passenger Front Seat - Rattles When Unoccupied File In Section: 08 Body and Accessories Bulletin No.: 01-08-50-009 Date: August, 2001 TECHNICAL Subject: Passenger Front-Seat Rattles When Unoccupied (Reposition Rear of Seat Track Adjuster on Floor) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some owners may comment that the passenger right front seat rattles when unoccupied. This condition may be most noticeable when the seat track is positioned in the middle of its forward/rearward travel. Correction Loosen the bolts that attach the rear of the seat track to the floor and spread the rear of the inboard and outboard tracks as far apart as possible. While in this spread apart position, tighten the attaching bolts to 40 N.m (30 lb ft). Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Locations > 4T40-E (MN4) Automatic Transaxle Valve Body: Locations 4T40-E (MN4) Automatic Transaxle Part 1 Of 2 Part 2 Of 2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Locations > 4T40-E (MN4) Automatic Transaxle > Page 7456 Valve Body: Locations 4T60-E (M13) Automatic Transaxle Part 1 Of 2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Locations > 4T40-E (MN4) Automatic Transaxle > Page 7457 Part 2 Of 2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Locations > 4T40-E (MN4) Automatic Transaxle > Page 7458 Part 1 Of 2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Locations > 4T40-E (MN4) Automatic Transaxle > Page 7459 Part 2 Of 2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > System Information > Technical Service Bulletins > M/T - Hydraulic Clutch Bleeding Procedure Improvement Clutch Hydraulic System: Technical Service Bulletins M/T - Hydraulic Clutch Bleeding Procedure Improvement Bulletin No.: 01-07-31-002B Date: November 01, 2006 INFORMATION Subject: Improved Bleeding Procedure for Hydraulic Clutch Release System Models: 2007 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2007 and Prior Chevrolet and GMC 6-7F T-Series Medium Duty Tilt Cab Models 2007 and Prior Isuzu F-Series Medium Duty Tilt Cab Models 2006-2007 HUMMER H3 Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 01-07-31-002A (Section 07 - Transmission/Transaxle). This bulletin is being issued to inform dealers of an improved procedure to aid in the ease of bleeding the clutch hydraulic system for the above listed vehicles. This procedure can be used anytime air is introduced into the hydraulic system. Following this procedure may also reduce the number of unnecessary parts replaced for low clutch pedal reserve and high shift effort. Verify that all the lines and fittings are dry and secure. Clean the dirt and grease from the reservoir cap in order to ensure that no foreign substances enter the system. Remove the reservoir cap. Fill the reservoir to the proper level with the required fluid. Attach the J 43485 (Adapter) to the J 35555 (Mity Vac), or equivalent. Brake fluid will deteriorate the rubber on J 43485. Use a clean shop cloth to wipe away the fluid after each use. Place and hold the adapter on the reservoir filler neck to ensure a tight fit. In some cases, the adapter will fit into the reservoir opening. Apply a vacuum of 51-68 kPa (15-20 hg) and remove the adapter. Refill the reservoir to the proper level. Repeat Steps 6 and 7. If needed, refill the reservoir and continue to pull a vacuum until no more bubbles can be seen in the reservoir or until the fluid level no longer drops. The vehicle will move if started in gear before the Actuator Cylinder is refilled and operational. Start the vehicle the first time in neutral to help prevent personal injury from vehicle movement and see if the transmission will shift easily into gear. Pump the clutch pedal until firm (to refill actuator cylinder). Add additional fluid if needed. Test drive vehicle to ensure proper operation. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Continuously Variable Transmission/Transaxle, CVT > Shift Interlock, CVT > Component Information > Technical Service Bulletins > A/T - Shift Lock Control Feature Function Shift Interlock: Technical Service Bulletins A/T - Shift Lock Control Feature Function Bulletin No.: 03-07-30-043A Date: May 25, 2006 INFORMATION Subject: Information Regarding Automatic Transmission Shift Lock Control Function Models: 2007 and Prior Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X with Automatic Transmission Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 03-07-30-043 (Section 07 - Transmission/Transaxle). This bulletin is being issued to better explain how the Automatic Transmission Shift Lock Control (formerly known as Brake Transmission Shift Interlock (BTSI)) feature is intended to operate. Revised wording regarding the shift lock control system began appearing in the Owner Manuals beginning with the 2004 model year. The shift lock control feature was intended to prevent drivers from shifting out of Park with the vehicle running without the brakes applied. However, if the ignition switch is in the Accessory (ACC) position, it may be possible on some vehicles to move the shift lever out of Park WITHOUT first activating the brake. The shift lock control system is ONLY active when the ignition switch is in the RUN or ON position. This means that when the ignition switch is in the RUN or ON position, the shift lever cannot be moved out of the Park position without activating the brake. Some owners may feel that the shift lock control system prevents an unattended child from moving the vehicle. Please stress to owners, as stated in the Owner Manual, that children should NEVER be left unattended in a vehicle, even if the ignition key has been removed from the vehicle. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Technical Service Bulletins > Drivetrain - Revised Wheel Drive Shaft Replacement Axle Shaft Assembly: Technical Service Bulletins Drivetrain - Revised Wheel Drive Shaft Replacement File In Section: 04 - Driveline Axle Bulletin No.: 03-04-18-002 Date: March, 2003 SERVICE MANUAL UPDATE Subject: Revised Wheel Drive Shaft Replacement and Fastener Tightening Specifications Models: 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being issued to revise the Wheel Drive Shaft Replacement procedure and the Fastener Tightening Specifications in the Front Wheel Drive Shafts sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. A new solid drive axle nut, P/N 10289657, was installed on vehicles after the start of production. It was a different torque specification from the first design axle nut, P/N 22652364. Vehicles beginning with VIN breakpoints 3M666352 and 3C261481 will be equipped with the new axle nut. Important: Some vehicles built prior to the above-listed VIN breakpoints will be equipped with this new nut due to the trail production run. The first design nut is a Pac-style nut that is painted black. The second design is a Solid-style nut that is gray. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Specifications > On-Vehicle Service Axle Shaft Assembly: Specifications On-Vehicle Service Ball Joint To Steering Knuckle Nut [1]: First ...................................................................................................................................................... ............................................. 10 Nm (89 inch lbs.) Second ................................................................. ........................................................................................................................................... Rotate 180° Service Manual Update #73-32-03A Drive Axle Nut (New) ........................................................................................................................................... 385 Nm (284 ft lb) +/- 5 Nm (44 in lb) Tie Rod To Knuckle Nut ...................................................................................................................... ....................................................... 20 Nm (15 ft lb) [1] Tighten in two steps. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Specifications > On-Vehicle Service > Page 7477 Axle Shaft Assembly: Specifications Unit Repair Ball Diameters Chrome Alloy Balls .............................................................................................................................. .............................................................. 18.2563 mm Fastener Tightening Specifications Outer Joint Seal: Small Joint Seal Clamp ....................................................................................................................... ................................................. 136 Nm (100 ft lb) Large Joint Seal Clamp ....................................... ................................................................................................................................. 176 Nm (130 ft lb) Inner Tripot/Free-Motion Seal: Small Joint Seal Clamp ....................................................................................................................... ................................................. 136 Nm (100 ft lb) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Specifications > Page 7478 Axle Shaft Assembly: Diagrams Part 1 Of 2 Part 2 Of 2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Specifications > Page 7479 Axle Shaft Assembly: Service Precautions NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for that application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. NOTICE: Handle drive axles with care when they are removed from the vehicle. Allowing the inboard joint to over-extend can cause separation of internal components and joint failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Specifications > Page 7480 Axle Shaft Assembly: Testing and Inspection CLICKING NOISE IN TURNS - Worn or damaged outboard joint. CLUNK WHEN ACCELERATING FROM COAST TO DRIVE - Worn or damaged joint. SHUDDER OR VIBRATION DURING ACCELERATION 1. Excessive joint angle. a. Excessive toe. Refer to TOE IN WHEEL ALIGNMENT. b. Incorrect trim height. Refer to TRIM HEIGHT IN STEERING, SUSPENSION, TIRE AND WHEELS DIAGNOSIS. 2. Worn or damaged inboard or outboard joints. 3. Sticking spider assembly (Tri-Pot). 4. Refer to STEERING AND SUSPENSION ASSEMBLY VIBRATIONS in VIBRATION DIAGNOSIS AND CORRECTION for Vibration diagnosis. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E Axle Shaft Assembly: Service and Repair 4T40-E Stub Axle Shaft and Right Hand Axle Oil Seal Stub Axle Shaft and Right Hand Axle Oil Seal ^ Tools Required: J 38868 Stub Shaft Sleeve Remover - J 6125 Slide Hammer - J 23129 Seal Removal Tool - J 41102 Axle Seal Installer REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Drive axle assembly. Refer to DRIVE AXLE. 3. Snap ring from stub axle shaft Discard snap ring - it is not reusable. 4. Pull lightly on the shaft and rotate it until the output shaft snap ring at the differential seats in the taper on the differential side gear. 5. Stub shaft from transaxle using slide hammer J 6125 and shaft removal tool J 38868. 6. Right hand axle seal from transaxle using seal removal tool J 23129 and slide hammer J 6125 or a screw driver. - Do not damage seal bore or sleeve assembly or fluid leaks may result. INSTALL OR CONNECT 1. New seal using J 41102. Lubricate seal lip with a light wipe of transmission oil. 2. Two new snap rings on the stub shaft. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7483 IMPORTANT: Carefully guide axle shaft past lip seal. Do not allow shaft splines to contact any portion of the seal lip surface, otherwise damage to the seal will occur. 3. Stub shaft into transaxle using a mallet. 4. Drive Axle. 5. Lower vehicle. Inspect - For leaks. - Oil level, refer to TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Stub Axle Shaft Sleeve ^ Tools Required: J 38868 Stub Shaft Sleeve Remover - J 6125 Slide Hammer - J 41228 Stub Shaft Sleeve Installer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7484 REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Drive axle assembly. Refer to Drive Axle. 3. Stub shaft assembly from transaxle, refer to AUTOMATIC TRANSAXLE. 4. Sleeve from stub shaft using puller J 38868. Inspect - Inspect the sleeve for excessive wear, scratches or nicks that may cause a leak or damage to the seal portion. If sleeve appears damaged, it must be replaced. INSTALL OR CONNECT 1. New sleeve on stub shaft using J 4128. Sleeve installation tool must be installed on shaft such that the collar is located in the snap ring groove. 2. Two new snap rings on the stub shaft. 3. Stub shaft into transaxle assembly. 4. Drive axle assembly, refer to Drive Axle. 5. Lower vehicle. Inspect - For leaks. - Oil level. Output Axle Shaft Sleeve ^ Tools Required: J 41227 Stub Shaft Sleeve Remover - J 41228 Stub Shaft Sleeve Installer REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Drive axle assembly. 3. Transaxle side cover assembly, refer to AUTOMATIC TRANSAXLE. 4. Sleeve from output shaft using puller J 41227. Inspect Inspect the sleeve for excessive wear, scratches or nicks that may cause a leak or damage to the seal portion. If sleeve appears damaged, it must be replaced. INSTALL OR CONNECT 1. New sleeve on output shaft using J 41228. Sleeve installation tool must be installed on shaft such that the collar is located in the snap ring groove. 2. Two new snap rings on the output shaft 3. Install seal protector into side cover to prevent the seal from rolling. 4. Transaxle side cover assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7485 5. Drive axle assembly. 6. Lower vehicle. Inspect - For leaks. - Oil level, refer to TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7486 Axle Shaft Assembly: Service and Repair On-Vehicle Service FRONT DRIVE AXLE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7487 NOTICE: Care must be exercised to prevent the constant-velocity joints from being over extended. Lien either end of the drive axle is disconnected, over extension of the joint could result in separation of internal components and possible joint failure. Drive axle joints and seals should be protected any time service is performed on or near the drive axles. Failure to observe this can result in interior joint or seal damage and possible joint failure. NOTICE: Prior to removal of drive axle assembly, cover all sharp edges in the area of the drive axle with shop towels so that the seal is not damaged during removal. ^ Tools Required: J 38892 Ball Joint Separator - J 28733-A Front Hub Spindle Remover - J 29794 Axle Shaft Removal Extension - J 2619-01 Slide Hammer - J 28468 Axle Shaft Remover or - J 33008 Axle Shaft Remover Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7488 REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Tire and wheel assembly. 3. Disconnect tie rod from knuckle. 4. Install shop towels underneath the outer joint to protect from any sharp edges. 5. Insert drift punch or non-ferrous drift punch into caliper and rotor to prevent the rotor from turning. 6. Drive axle nut and washer. 7. Lower ball joint cotter pin and nut and loosen joint using J 38892. If removing right axle, turn wheel to the left. If removing left axle, turn wheel to the right. NOTICE: Use only the recommended tools for separating the ball joint from knuckle. Failure to use recommended tools may cause damage to the ball joint and seal. 8. Disconnect stabilizer link. 9. Separate joint by using J 38892. 10. Disengage axle from hub and bearing using J 28733-A. 11. Separate hub and bearing assembly from drive axle. Move strut and knuckle assembly rearward. INSTALL OR CONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7489 NOTICE: Prior to installation of drive axle assembly, cover all sharp edges in the area of the drive axle with shop towels so that the seal is not damaged during installation. Inspect - With removal of front halfshaft for any reason, the transmission (the halfshaft male and female shank) and knuckle sealing surfaces should be inspected for debris or corrosion. Clean - If debris or corrosion is present on the sealing surfaces clean with 320 grit cloth or equivalent. Transmission fluid may be used to clean off any remaining debris. The surface should be wiped dry and the halfshaft reinstalled free of any debris or corrosion buildup. 1. Drive axle into transaxle by placing a non-ferrous drift punch into the groove on the joint housing and tapping until seated. Be careful not to damage axle seal or dislodge seal garter spring when installing axle. IMPORTANT: Verify that drive axle is seated by grasping on the inner joint housing and pulling outboard. 2. Tie rod to knuckle. Tighten Tie rod to knuckle nut 20 Nm (15 ft lb) plus 90° Rotation. 3. Drive axle into hub and bearing assembly. 4. Lower ball joint to knuckle. Tighten Ball joint to steering knuckle nut 10 Nm (89 in lb) plus 180° Rotation tightening specification to install cotter pin. - Do not loosen nut at any time during installation. 5. Cotter pin. 6. Washer and new drive axle nut. 7. Insert drift punch or screwdriver into caliper and rotor to prevent the rotor from turning. IMPORTANT: Use torque wrench to tighten drive axle nut to specification. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7490 Service Manual Update #73-32-03A Tighten Drive Axle Nut (New) to 385 Nm (284 ft lb) +/- 5 Nm (44 in lb). 8. Tire and wheel assembly. 9. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7491 Axle Shaft Assembly: Service and Repair Unit Repair Outer C/V Joint and Seal Assembly Part 1 Of 2 Part 2 Of 2 ^ Tools Required: J 8059 Snap Ring Pliers Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7492 - J 35910 Seal Clamp Tool DISASSEMBLE 1. Large seal retaining clamp (16) from C/V joint with side cutter and discard. 2. Small seal retaining clamp (13) from axle shaft with side cutter and discard. 3. Separate joint seal (15) from C/V joint race (21) at large diameter and slide seal away from joint along axle shaft (14). 4. Wipe grease from face of C/V inner race (19). 5. Spread ears on race retaining ring (17) with J 8059 and remove C/V joint assembly from axle shaft (14). 6. Seal (15) from axle shaft (14). 7. Use a brass drift and a hammer to gently tap on C/V joint cage (20) until it is tilted enough to remove first chrome alloy ball (18). 8. Tilt cage (20) in opposite direction to remove opposing ball (18). 9. Repeat this process until all six balls (18) are removed. 10. Position cage (20) and inner race (19) 90° to center line of outer race (21) and align cage windows with lands of outer race. 11. Cage (20) and inner race (19) from outer race (21). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7493 12. Rotate inner race (19) 90° to centerline of cage (20) with lands of inner race aligned with windows of cage. 13. Pivot inner race (19) into cage (20) window and remove inner race. Clean - Clean inner and outer race assemblies, cage and balls thoroughly with clean solvent. All traces of old grease and any contaminates must be removed. Dry all parts. ASSEMBLE 1. New small seal retaining clamp (13) on neck of seal (15). Do not crimp. 2. Slide seal (15) onto axle shaft (14) and position neck of seal in seal groove on axle shaft (14). 3. Crimp seal retaining clamp (13) with J 35910 to 136 Nm (100 ft lb). 4. Put a light coat of grease from service kit on ball grooves of inner race (19) and outer race (21). 5. Hold inner race (19) 90° to centerline of cage (20) with lands of inner race aligned with windows of cage and insert inner race into cage. 6. Hold cage (20) and inner race (19) 90° to centerline of outer race (21) and align cage windows with lands of outer race. 7. Cage (20) and inner race (19) into outer race (21). Important: Be sure that retaining ring side of inner race (19) faces axle shaft (14). 8. Insert first chrome ball (18) then tilt cage (20) in opposite direction to insert opposing ball. 9. Repeat this process until all six balls (18) are in place. 10. Place approximately half of grease from service kit inside seal (15) and pack C/V joint with remaining grease. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7494 11. Push C/V joint onto axle shaft (14) until retaining ring (17) is seated in groove on axle shaft (14). 12. Slide large diameter of seal (15) with large seal retaining clamp (16) in place over outside of C/V joint race (21) and locate seal lip in groove on race (21). Important: Seal (15) must not be dimpled, stretched or out of shape in any way. If seal is not shaped correctly, equalize pressure in seal (15) and shape seal properly by hand. 13. Crimp seal retaining clamp (16) with J 35910 to 176 Nm (130 ft lb). Free-Motion Joint and Seal Assembly ^ Tools Required: J 8059 Snap Ring Pliers - J 35566 Earless Seal Clamp Tool - J 35910 Seal Clamp Tool - J 38868-A Stub shaft Removal Tool - J 6125-1B Impact Slide Hammer Important: The transaxle stub shaft may disengage from the transaxle during axle tripot removal. If this condition occurs, transaxle fluid may leak from the transaxle through the stub shaft location. The following steps need to be taken if the transaxle stub shaft has disengaged into the female tripot housing on removal from transaxle: 1. Remove the snap ring from the stub shaft and discard. Important: Always discard the old snap ring. Never reuse. 2. Connect the stub shaft removal tool (J 38868-A) to the snap ring groove on the stub shaft and connect an impact slide hammer (J 6125-18) to the stub shaft removal tool. 3. Use the slide hammer to remove the shaft from the tripot housing. 4. Install new snap rings onto the stub shaft and refer to the transaxle unit repair for the proper installation of the stub shaft into the transaxle. REMOVE OR DISCONNECT 1. Small seal retaining clamp (13) from axle shaft (14) with side cutter and discard. Important: Do not cut through seal (12) and damage sealing surface outer housing (2) and trilobal tripot bushing (11). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7495 2. Larger seal retaining clamp (10) from inboard joint with side cutter and discard. 3. Separate seal (12) from trilobal tripot bushing (11) at large diameter and slide seal away from joint along axle shaft (14). 4. Housing (2) from spider (4) and shaft (14). 5. Spread spacer ring (9) with J 8059 and slide spacer ring and spider (4) back on axle shaft (14). 6. Shaft retaining ring (3) from groove on axle shaft (14) and slide spider assembly off of shaft. Clean - Clean tripot balls (7), needle rollers (8) and housing (2) thoroughly with clean solvent. All traces of old grease and any contaminates must be removed. Dry all parts. 7. Trilobal tripot bushing (11) from housing (2). 8. Remove spacer ring (9) and seal (12) from axle shaft (14). Inspect - Inspect the following parts for damage or wear: ^ Joint seal (12) ^ Spider (4) ^ Housing (2) ^ Trilobal tripot bushing (11) ^ Tripot balls ^ Needle rollers INSTALL OR CONNECT 1. New small seal retaining clamp (13) on neck of seal (12). Do not crimp. 2. Slide seal (12) onto shaft (14) and position neck of seal in seal groove on axle shaft (14). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7496 3. Crimp seal retaining clamp (13) with J 35910 to 136 Nm (100 ft lb). 4. Spacer ring (9) on axle shaft (14) and beyond 2nd groove. 5. Slide spider assembly against spacer ring (9) on shaft (14). Important: Be sure that counterbored face of spider (4) faces end of shaft (14). 6. Install shaft retaining ring (3) in groove of axle shaft (14) with J 8059. 7. Slide spider (4) towards end of shaft (14) and reseat spacer ring (9) in groove on shaft. 8. Place approximately half of grease from service kit in seal (12) and use remainder to repack housing (2). 9. Trilobal tripot bushing (11) to housing (2). 10. Position new larger clamp (10) on seal (12). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Service and Repair > 4T40-E > Page 7497 11. Slide housing (2) over spider assembly on shaft (14). 12. Slide large diameter of seal (12), with larger clamp (10) in place, over outside of trilobal tripot bushing (11) and locate lip of seal in groove. 13. Position joint assembly at proper vehicle dimension. Important: Seal (12) must not be dimpled, stretched or out of shape in any way. If seal is not shaped correctly, carefully insert a thin flat blunt tool (no sharp edges) between large seal opening and trilobal tripot bushing (11) to equalize pressure. Shape seal properly by hand and remove tool. 14. Latch seal retaining clamp (10) with J 35566. Important: Make sure that seal (12), housing (2) and large clamp (10) all remain in alignment while latching. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Tools and Equipment > On-Vehicle Service Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Component Information > Tools and Equipment > On-Vehicle Service > Page 7500 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Seals and Gaskets, Drive Axles > System Information > Service and Repair Seals and Gaskets: Service and Repair Stub Axle Shaft and Right Hand Axle Oil Seal ^ Tools Required: J 38868 Stub Shaft Sleeve Remover - J 6125 Slide Hammer - J 23129 Seal Removal Tool - J 41102 Axle Seal Installer REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Drive axle assembly. Refer to DRIVE AXLE. 3. Snap ring from stub axle shaft Discard snap ring - it is not reusable. 4. Pull lightly on the shaft and rotate it until the output shaft snap ring at the differential seats in the taper on the differential side gear. 5. Stub shaft from transaxle using slide hammer J 6125 and shaft removal tool J 38868. 6. Right hand axle seal from transaxle using seal removal tool J 23129 and slide hammer J 6125 or a screw driver. - Do not damage seal bore or sleeve assembly or fluid leaks may result. INSTALL OR CONNECT 1. New seal using J 41102. Lubricate seal lip with a light wipe of transmission oil. 2. Two new snap rings on the stub shaft. IMPORTANT: Carefully guide axle shaft past lip seal. Do not allow shaft splines to contact any portion of the seal lip surface, otherwise damage to the seal will occur. 3. Stub shaft into transaxle using a mallet. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Seals and Gaskets, Drive Axles > System Information > Service and Repair > Page 7504 4. Drive Axle. 5. Lower vehicle. Inspect - For leaks. - Oil level, refer to TRANSAXLE OIL LEVEL CHECKING PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Specifications Wheel Bearing: Specifications This vehicle uses a sealed wheel bearing and lubricating grease is not required. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Specifications > Page 7508 Wheel Bearing: Description and Operation A non-serviceable unit hub and bearing is bolted to the knuckle. This hub and bearing is a sealed, maintenance free unit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Wheel Bearing: Symptom Related Diagnostic Procedures Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 7511 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 7512 Wheel Bearing: Component Tests and General Diagnostics Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 7513 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Service and Repair > Front Suspension Wheel Bearing: Service and Repair Front Suspension FRONT WHEEL BEARINGS AND/OR HUB ^ Tools Required: J 28733-A Front Hub Spindle Remover - Or Equivalent REMOVE OR DISCONNECT 1. Drive axle. 2. Brake caliper bolts, and support caliper. 3. Brake Rotor. 4. Hub and bearing assembly. 5. Hub and bearing assembly from steering knuckle. 6. Hub and bearing. INSTALL OR CONNECT 1. Hub and bearing assembly to steering knuckle. 2. Hub and bearing assembly bolts. ^ Tighten hub and bearing assembly bolts to 95 Nm (70 ft lb). 3. Brake Rotor. 4. Brake caliper and bolts. Refer to Brakes and Traction Control. 5. New hub and bearing into steering knuckle. 6. Drive axle. 7. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Service and Repair > Front Suspension > Page 7516 Wheel Bearing: Service and Repair Rear Suspension REAR WHEEL BEARINGS AND/OR HUB REMOVE OR DISCONNECT 1. Raise vehicle. 2. Wheel and tire assemblies. 3. Brake drum. NOTICE: Do not hammer on brake drum damage to the assembly could result. 4. Rear ABS wheel speed sensor wire connector. 5. Remove hub and bearing assembly from axle. INSTALL OR CONNECT 1. Connect rear ABS wheel speed sensor wire connector. 2. Hub and Bearing assembly. ^ Tighten hub and bearing to axle bolts to 95 Nm (70 ft lb). 3. Brake drum. 4. Wheel and tire assembly. 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability Axle Nut: Technical Service Bulletins Drive Axles - Improved Axle Nut Availability File In Section: 04 - Driveline Axle Bulletin No.: 03-04-18-001 Date: February, 2003 INFORMATION Subject: Availability of New Front Drive Axle Nut Models: 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is to inform dealers that a new and improved front drive axle nut has been released for service of the above listed vehicles. Use the new nut, P/N 10289657, whenever the front drive axle nut is removed. This new nut is a torque prevailing nut and is silver in color. The old nut is black in color and has a sheet metal cage around the nut (shown below). Using the new nut will provide a more consistent clamp load on the wheel bearing and should help prolong the bearing life. Notice: Use the correct tightening specifications when installing fasteners in order to avoid damage to parts and systems. Torque Tighten the new nut to 235 N.m (173 lb ft). The old nut torque was 385 N.m (284 lb ft). Important: Some front wheel hub kits may have the old style nut included in the kit. Discard the old nut and use the new nut, P/N 10289657. New Style Nut The nut shown is a torque prevailing nut and is silver colored. Old Style Nut Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability > Page 7522 The old style nut shown is black and has a sheet metal cage around the nut. Parts Information Parts are currently available from GMSPO. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability > Page 7523 Axle Nut: Technical Service Bulletins Steering - Various Revised Tightening Specifications CHEVROLET 73-32-03A Issued: 05/01/97 SMU - SECTIONS 3B/3C/4D REVISION: 04/11/97 THIS BULLETIN IS BEING REVISED TO UPDATE THE DRIVE AXLE NUT TIGHTENING SPECIFICATIONS FOR THE N CAR. PLEASE DISCARD CORPORATE BULLETIN NUMBER 73-32-03 (SECTION 3 - STEERING/SUSPENSION). SUBJECT: SERVICE MANUAL UPDATE - SECTIONS 3B/3C/4D - REVISED TIGHTENING SPECIFICATIONS MODELS: 1997 CHEVROLET CAVALIER, MALIBU 1997 OLDSMOBILE CUTLASS 1997 PONTIAC SUNFIRE THIS BULLETIN IS BEING ISSUED TO REVISE THE TIGHTENING SPECIFICATIONS IN SECTIONS 3B, 3C AND 4D OF THE SERVICE MANUAL AS FOLLOWS: J CAR SECTIONS 3B-8, 3B-9, 3C-5 AND 3C-13: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 90 DEGREE ROTATION. N CAR SECTIONS 3C-6 AND 3C-16: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 180 DEGREE ROTATION. SECTION 3B-12: THE CORRECT TIGHTENING SPECIFICATIONS ARE AS FOLLOWS: - STEERING COLUMN LOWER PINCH BOLT 22 N.M (16 LB FT) - STEERING COLUMN UPPER PINCH BOLT 22 N.M (16 LB FT) SECTIONS 3C-16, 4D-4 AND 4D-5: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - FRONT DRIVE AXLE NUT 385 N.M (284 LB FT) +/- 5 N.M (44 LB IN). REPLACE THE DRIVE AXLE NUT WITH A NEW ONE AFTER EVERY REMOVAL. NEVER RE-USE THE DRIVE AXLE NUT. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Page 7524 Axle Nut: Specifications Service Manual Update #73-32-03A Drive Axle Nut (New) ............................................................................................................................................... 385 Nm (284 ft lb) +/- 5 Nm (44 in lb) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive/Propeller Shafts, Bearings and Joints > Component Information > Technical Service Bulletins > Tire/Wheel and Propshaft - Revised Rotational Worksheet Drive/Propeller Shafts, Bearings and Joints: Technical Service Bulletins Tire/Wheel and Propshaft Revised Rotational Worksheet File In Section: 0 - General Information Bulletin No.: 63-01-03 Date: January, 1997 SERVICE MANUAL UPDATE Subject: Section 0C - Revised Tire/Wheel and Propshaft Rotational Worksheet Models: 1997 Passenger Cars (Except Camaro, Catera, Concours, Corvette, DeVille, Eldorado, Firebird, Seville, Trans Am) 1997 Chevrolet Venture 1997 Geo Tracker 1997 Oldsmobile Silhouette 1997 Pontiac Trans Sport This bulletin is being issued to revise the Tire/Wheel and Propshaft Rotational Worksheet in Section 0C of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive/Propeller Shafts, Bearings and Joints > Component Information > Technical Service Bulletins > Tire/Wheel and Propshaft - Revised Rotational Worksheet > Page 7529 The previously released Tire/Wheel Rotational Worksheet or the Tire/Wheel and Propshaft Rotational Worksheet did not prompt the user to consistently input a standard and/or metric value on the worksheet. This could lead the user to an incorrect diagnosis of a vibration. The included revised worksheet is applicable to front, rear, and four-wheel drive vehicles as it includes the formula for calculating propshaft speed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Flex Plate > Component Information > Specifications > Tightening Specifications (Flex Plate to Crankshaft) Flex Plate: Specifications Tightening Specifications (Flex Plate to Crankshaft) Flex plate bolts .................................................................................................................................... ..................................................... 83 Nm (61 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Flex Plate > Component Information > Testing and Inspection > Flywheel/Torque Converter Vibration Test Procedure Flex Plate: Testing and Inspection Flywheel/Torque Converter Vibration Test Procedure GENERAL PROCEDURE 1. Start engine. 2. With engine at idle speed and the transaxle in Park or Neutral, observe vibration. 3. Shut off engine. Remove Or Disconnect a. Converter shield attaching bolts. b. Flywheel to torque converter attaching bolts. c. Rotate torque converter 120° (1/3 turn). Install Or Connect a. Torque converter to flywheel bolts. Apply adhesive/sealant compound GM P/N 12345493 or equivalent to flywheel bolts. Tighten Bolts to 62 Nm (46 ft. lbs.). Hand start and tighten "net slot" bolt first. Hand start and tighten the two remaining bolts. b. Transaxle converter cover bolts. Tighten - Bolts to 10 Nm (18 ft. lbs.). 4. Start engine and check for vibration. Repeat this procedure until the best possible balance is obtained by moving flywheel 120°. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Flex Plate > Component Information > Testing and Inspection > Flywheel/Torque Converter Vibration Test Procedure > Page 7536 Flex Plate: Testing and Inspection Balance Inspection Procedure BALANCING INSPECTION PROCEDURE Use the following procedure in order to correct flex plate and torque converter imbalance: ^ Inspect for missing or loose converter-to-flex plate bolts. Tighten the bolts or replace the bolts as necessary. ^ Inspect the converter for damage. Replace the converter if the converter is damaged. ^ Inspect the converter for missing balance weights. Replace the converter if the balance weights are missing. ^ Change the position of the converter-to-flex plate 120 degrees at a time in order to cancel out engine and converter imbalance. Check for vibration improvements in each position. CAUTION: Ensure that the bolts are not bottoming in the holes. If the bolts bottom, the cover could be dented and the internal clutch facing could be damaged. After adding washers, always rotate the converter by hand in order to check for clearance. ^ Leave the converter-to-flex plate in the best balanced position if the unbalanced condition still exists. Install longer flex plate-to-converter bolts. Add or remove washers until the best balance is achieved. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Flex Plate > Component Information > Service and Repair > Flywheel to Torque Converter Bolts Flex Plate: Service and Repair Flywheel to Torque Converter Bolts REMOVE OR DISCONNECT 1. Raise vehicle and support the vehicle. 2. Transaxle converter cover bolts and cover. 3. Mark relationship of converter to flywheel. 4. Three bolts attaching converter to flywheel. INSTALL OR CONNECT 1. Bolts attaching converter to flywheel. Tighten All bolts to 62 Nm (46 ft. lbs.). Retorque the first bolt after all three have been tightened. 2. Converter cover and attaching bolts. Tighten Bolts to 10 Nm (89 inch lbs.). 3. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Flex Plate > Component Information > Service and Repair > Flywheel to Torque Converter Bolts > Page 7539 Flex Plate: Service and Repair Removal and Installation REMOVAL 1. Disconnect the negative battery cable. 2. Remove the transmission. 3. Remove the flex plate attaching bolts. Use a suitable tool in order to prevent crankshaft rotation. 4. Remove the flex plate spacer. 5. Remove the flex plate. 6. Clean the flex plate bolt threads and the bolt holes. INSTALLATION 1. Apply thread locker to all flex plate bolts. Use GM P/N 12345382 or its equivalent. 2. Install the flex plate. 3. Install the flex plate spacer. 4. Install the flex plate bolts. Tighten the bolts to 83 Nm (61 ft. lbs.). 5. Install the transmission. 6. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Lamps and Indicators - Transmission and Drivetrain > Lamps and Indicators - A/T > Shift Indicator > Component Information > Diagrams Transaxle Indicator Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Component Information > Technical Service Bulletins > Manual Transmission - M/T Operating Characteristics Manual Transmission/Transaxle: Technical Service Bulletins Manual Transmission - M/T Operating Characteristics INFORMATION Bulletin No.: 03-07-29-004G Date: December 15, 2010 Subject: Manual Transmission Operating Characteristics Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2009 and Prior Chevrolet and GMC Medium Duty Trucks 2006-2010 HUMMER H3 with Manual Transmission Supercede: This bulletin is being revised to add the 2011 model year and to add Cold Operation information. Please discard Corporate Bulletin Number 03-07-29-004F (Section 07 Transmission/Transaxle). Important Even though this bulletin attempts to cover operating characteristics of manual transmissions, it cannot be all inclusive. Be sure to compare any questionable concerns to a similar vehicle and if possible, with similar mileage. Even though many of the conditions are described as characteristics and may not be durability issues, GM may attempt to improve specific issues for customer satisfaction. The purpose of this bulletin is to assist in identifying characteristics of manual transmissions that repair attempts will not change. The following are explanations and examples of conditions that will generally occur in all manual transmissions. All noises will vary between transmissions due to build variation, type of transmission (usually the more heavy duty, the more noise), type of flywheel and clutch, level of insulation, etc. Basic Information Many transmission noises are created by the firing pulses of the engine. Each firing pulse creates a sudden change in angular acceleration at the crankshaft. These changes in speed can be reduced with clutch damper springs and dual mass flywheels. However, some speed variation will make it through to the transmission. This can create noise as the various gears will accel and decel against each other because of required clearances. Cold Operation Manual transmission operation will be affected by temperature because the transmission fluid will be thicker when cold. The thicker fluid will increase the amount of force needed to shift the transmission when cold. The likelihood of gear clash will also increase due to the greater time needed for the synchronizer assembly to perform its function. Therefore when the transmission is cold, or before it has reached operating temperature, quick, hard shifts should be avoided to prevent damage to the transmission. Gear Rattle Rattling or grinding (not to be confused with a missed shift type of grinding, also described as a combustion knock type of noise) type noises usually occur while operating the engine at low RPMs (lugging the engine). This can occur while accelerating from a stop (for example, a Corvette) or while operating at low RPMs while under a load (for example, Kodiak in a lower gear and at low engine speed). Vehicles equipped with a dual-mass flywheel (for example, a 3500 HD Sierra with the 6-speed manual and Duramax(R)) will have reduced noise levels as compared to vehicles without (for example, a 4500 Kodiak with the 6-speed manual and Duramax(R)). However, dual-mass flywheels do not eliminate all noise. Neutral Rattle There are often concerns of rattle while idling in neutral with the clutch engaged. This is related to the changes in angular acceleration described earlier. This is a light rattle, and once again, vehicles with dual mass flywheels will have reduced noise. If the engine is shut off while idling in neutral with the clutch engaged, the sudden stop of the engine will create a rapid change in angular acceleration that even dual mass flywheels cannot compensate. Because of the mass of all the components, this will create a noise. This type of noise should not be heard if the clutch is released (pedal pushed to the floor). Backlash Backlash noise is created when changing engine or driveline loading. This can occur when accelerating from a stop, coming to a stop, or applying and releasing the throttle (loading and unloading the driveline). This will vary based on vehicle type, build variations, driver input, vehicle loading, etc. and is created from the necessary clearance between all of the mating gears in the transmission, axle(s) and transfer case (if equipped). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Component Information > Technical Service Bulletins > Manual Transmission - M/T Operating Characteristics > Page 7549 Shift Effort Shift effort will vary among different style transmissions and synchronizer designs. Usually the more heavy duty the transmission, the higher the shift effort because of the increased mass of the components. Shift effort can also be higher in cold weather because the fluid will be thicker. Medium duty transmissions will not shift as quickly as a Corvette transmission. To reduce shift effort, do not attempt to rush the shift - allow the synchronizers to work as designed. Shifting harder will only increase the chance of rushing past the synchronizer leading to grinding while shifting. Non-Synchronized Gears Some light duty truck transmissions in 1st gear (creeper-gear) and reverse gears in various transmissions, along with all gears in some medium duty transmissions, may be non-synchronized. This means there is not a mechanism to match input and output shaft speeds to allow for a smooth shift. This function is left up to the driver. This can be noticed if a shift into 1st or reverse is attempted while the vehicle is rolling or before the input shaft stops rotating leading to a gear grind. The grinding can be reduced by coming to a complete stop and pausing for a moment before shifting into the 1st or reverse gear. Some slight grinding can be expected. In medium duty non-synchronized transmissions, the driver must match input shaft (engine) speed to output shaft (driveshaft) speed with every shift. This can be accomplished by double clutching, or by using other methods. If the driver is not able to perform this function properly, there will be gear grinding with each improperly completed shift. Driver training may be required to correct this condition. Clutch brakes are used in medium duty non-synchronized transmissions to allow a shift into gear at a stop. The clutch brake is used to stop the input shaft from spinning, allowing a shift into gear at a stop without grinding. The clutch brake is activated by pressing the clutch pedal all the way to the floor. When the clutch brake is used, it is possible to have a blocked shift with the vehicle stationary. If this occurs, engage the clutch slightly to rotate the input gear to allow the shift. The clutch brake is intended to only be used while at a stop. Care must be taken to not activate the clutch brake while shifting between gears. This could lead to excessive grinding or a blocked or missed shift. Skip Shift Currently, the Cadillac CTS-V, Pontiac GTO, Chevrolet Corvette and Camaro SS (other models may follow) equipped with the 6-speed manual transmission have a feature referred to as a "skip-shift." This feature only allows a shift from 1st to 4th gear when the indicator lamp is illuminated on the dash. Dealers cannot disable this feature as it was established to help meet fuel economy standards. The conditions for this feature are: engine coolant at normal operating temperature, vehicle speed of 24-31 km/h (15-19 mph), 21% or less throttle being used (refer to Service Information or the Owner Manual for more details.) Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Description and Operation Brake Switch - TCC: Description and Operation The TCC brake switch signal indicates when the brake pedal is applied. The TCC brake switch information is used by the PCM mainly to control the Transaxle torque converter clutch. Refer to Automatic Transmission/Transaxle diagnosis for a complete description and TCC brake switch diagnosis. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair Fluid Pressure Sensor/Switch: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove pressure switch assembly (6 bolts). IMPORTANT: Inspect the O-rings for the pressure switch assembly for any damage. INSTALL OR CONNECT 1. Install the pressure switch assembly making sure all O-rings are in place. 2. Torque the 6 bolts holding the pressure switch assembly to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Connect the negative battery cable. 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7566 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7567 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON > Page 7573 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T Shift Flare/DTC's Set/SES Lamp ON > Page 7574 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Page 7575 Valid Input Combinations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 Transaxle Range Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 > Page 7578 Transaxle Range Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7579 Transmission Position Switch/Sensor: Description and Operation Valid Input Combinations DESCRIPTION The Transaxle Range Switch is part of the Transaxle Park/Neutral Position (PNP) switch mounted on the transaxle manual shaft. The 4 inputs from the transaxle range switch indicate to the PCM which position is selected by the Transaxle selector lever. This information is used for transmission shift control, ignition timing, EVAP canister purge, EGR and Idle Air Control (IAC) valve operation. The combination of the four transaxle range input states determine the PCM commanded shift pattern. The input voltage level at the PCM is high (B+) when the transaxle range switch is open and low when the switch is closed to ground. The state of each input is represented on the scan tool as X=high voltage level, O=low voltage level. The four parameters represent transaxle range switch Parity, A, B, and C inputs respectively. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7580 Transmission Position Switch/Sensor: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7581 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7582 Transmission Position Switch/Sensor: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Shift linkage. 3. Electrical connector. 4. Mounting bolts. 5. Switch assembly. REPLACEMENT - USING OLD SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft with switch. 3. Mounting bolts, loosely. 4. Insert J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Remove Or Disconnect 1. J 41545. IMPORTANT: After switch adjustment, verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch. REPLACEMENT - USING NEW SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft to flats in switch and install switch assembly. 3. Mounting bolts. 4. Insert tool J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Important: After switch installation verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch using Replacement - Using Old Switch procedure. Adjust 1. Place transaxle control shifter assembly in the NEUTRAL notch in detent plate. 2. Loosen switch attaching bolts. 3. Rotate switch on shifter assembly to align J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7583 Tighten - Bolts to 24 Nm (18 ft. lbs.). 4. Remove J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions Transmission Temperature Sensor/Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7588 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7589 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7590 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7591 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7592 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7593 Transmission Temperature Sensor/Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7594 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7595 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7596 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7597 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7598 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7599 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7600 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7601 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7602 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7603 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7604 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7605 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7606 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7607 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7608 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7609 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7610 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7611 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7612 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7613 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7614 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7615 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7616 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7617 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7618 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7619 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Page 7620 Transmission Temperature Sensor/Switch: Description and Operation Description Description The Transaxle Fluid Temperature (TFT) sensor is a thermistor which changes value based on the temperature of the transaxle fluid. A high transaxle fluid temperature may cause the vehicle to operate in "Hot Mode." While in "Hot Mode," shift points may be altered, 4th gear disabled, and Torque Converter Clutch (TCC) forced ON in 2nd gear. A failure in the TFT sensor or associated wiring should cause DTC P0712 or P0713 to set. In this case, engine coolant temperature will be substituted for the TFT sensor value, and the transaxle will operate normally. Refer to Automatic Transmission/Transaxle Diagnosis for a complete description of the TFT sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7632 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7633 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7639 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7640 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7641 Pressure Regulating Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7642 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations Under Center Console Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Page 7646 Brake Transaxle Shift Interlock Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair Shift Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > Page 7650 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair Torque Converter Clutch Solenoid: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove retainer clip from the specified solenoid using a small screwdriver. 4. A shift solenoid has one O-ring. The pressure control solenoid and TCC solenoid have 2 O-rings. Remove the solenoid and O-ring or O-rings from transaxle. IMPORTANT: Inspect the O-rings and solenoids for any damage. INSTALL OR CONNECT 1. Install the solenoid and O-ring or O-rings. 2. Install the retainer clip holding the solenoid in the valve body. 3. Install the transaxle case side cover. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Page 7654 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Lamps and Indicators Transmission and Drivetrain > Lamps and Indicators - A/T > Shift Indicator > Component Information > Diagrams Transaxle Indicator Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Description and Operation Brake Switch - TCC: Description and Operation The TCC brake switch signal indicates when the brake pedal is applied. The TCC brake switch information is used by the PCM mainly to control the Transaxle torque converter clutch. Refer to Automatic Transmission/Transaxle diagnosis for a complete description and TCC brake switch diagnosis. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair Fluid Pressure Sensor/Switch: Service and Repair REMOVE OR DISCONNECT 1. Remove negative battery cable. 2. Remove transaxle case side cover. 3. Remove pressure switch assembly (6 bolts). IMPORTANT: Inspect the O-rings for the pressure switch assembly for any damage. INSTALL OR CONNECT 1. Install the pressure switch assembly making sure all O-rings are in place. 2. Torque the 6 bolts holding the pressure switch assembly to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Connect the negative battery cable. 5. Refill transaxle with fluid to proper level. Refer to 4T40E OIL LEVEL CHECKING AND FILL PROCEDURE. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7676 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Customer Interest for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7677 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7683 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Transmission Position Switch/Sensor: > 03-07-30-021A > Nov > 03 > A/T - Shift Flare/DTC's Set/SES Lamp ON > Page 7684 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Technical Service Bulletins > Page 7685 Valid Input Combinations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 Transaxle Range Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > C1 > Page 7688 Transaxle Range Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7689 Transmission Position Switch/Sensor: Description and Operation Valid Input Combinations DESCRIPTION The Transaxle Range Switch is part of the Transaxle Park/Neutral Position (PNP) switch mounted on the transaxle manual shaft. The 4 inputs from the transaxle range switch indicate to the PCM which position is selected by the Transaxle selector lever. This information is used for transmission shift control, ignition timing, EVAP canister purge, EGR and Idle Air Control (IAC) valve operation. The combination of the four transaxle range input states determine the PCM commanded shift pattern. The input voltage level at the PCM is high (B+) when the transaxle range switch is open and low when the switch is closed to ground. The state of each input is represented on the scan tool as X=high voltage level, O=low voltage level. The four parameters represent transaxle range switch Parity, A, B, and C inputs respectively. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7690 Transmission Position Switch/Sensor: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7691 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7692 Transmission Position Switch/Sensor: Service and Repair REMOVE OR DISCONNECT 1. Negative battery cable. 2. Shift linkage. 3. Electrical connector. 4. Mounting bolts. 5. Switch assembly. REPLACEMENT - USING OLD SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft with switch. 3. Mounting bolts, loosely. 4. Insert J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Remove Or Disconnect 1. J 41545. IMPORTANT: After switch adjustment, verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch. REPLACEMENT - USING NEW SWITCH Install Or Connect 1. Place shift shaft in NEUTRAL. 2. Align flats of shift shaft to flats in switch and install switch assembly. 3. Mounting bolts. 4. Insert tool J 41545 and rotate switch until tool drops into position. Tighten Bolts to 24 Nm (18 ft. lbs.). Important: After switch installation verify that engine will only start in PARK or NEUTRAL. If engine will start in any other position, readjust switch using Replacement - Using Old Switch procedure. Adjust 1. Place transaxle control shifter assembly in the NEUTRAL notch in detent plate. 2. Loosen switch attaching bolts. 3. Rotate switch on shifter assembly to align J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Diagrams > Page 7693 Tighten - Bolts to 24 Nm (18 ft. lbs.). 4. Remove J 41545. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions Transmission Temperature Sensor/Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7698 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7699 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7700 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7701 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7702 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7703 Transmission Temperature Sensor/Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7704 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7705 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7706 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7707 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7708 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7709 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7710 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7711 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7712 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7713 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7714 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7715 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7716 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7717 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7718 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7719 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7720 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7721 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7722 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7723 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7724 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7725 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7726 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7727 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7728 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Diagram Information and Instructions > Page 7729 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Diagrams > Page 7730 Transmission Temperature Sensor/Switch: Description and Operation Description Description The Transaxle Fluid Temperature (TFT) sensor is a thermistor which changes value based on the temperature of the transaxle fluid. A high transaxle fluid temperature may cause the vehicle to operate in "Hot Mode." While in "Hot Mode," shift points may be altered, 4th gear disabled, and Torque Converter Clutch (TCC) forced ON in 2nd gear. A failure in the TFT sensor or associated wiring should cause DTC P0712 or P0713 to set. In this case, engine coolant temperature will be substituted for the TFT sensor value, and the transaxle will operate normally. Refer to Automatic Transmission/Transaxle Diagnosis for a complete description of the TFT sensor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Description and Operation > General Description ABS Light: Description and Operation General Description The ABS indicator (amber) will be illuminated when the Electronic Brake Control Module (EBCM) transmits a Class 2 message to the Body Function Controller (BFC) indicating there is an ABS malfunction. The Body Function Controller (BFC) will then command the ABS indicator ON over the Serial Peripheral interface (SPI) data line to the Instrument Cluster. in the event of a Class 2 serial data loss the ABS indicator will illuminate. In the event of an Serial Peripheral interface (SPI) data link failure, the ABS indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Description and Operation > General Description > Page 7737 ABS Light: Description and Operation Circuit Description When the EBCM needs to illuminate the ABS warning indicator or BRAKE warning indicators, it will transmit a signal (via serial data link) to the electronic Instrument Cluster which will illuminate the indicator. The amber ABS warning indicator will be illuminated to alert the driver of a malfunction. This indicates that the malfunction affects operation of the ABS. Normal (non-antilock) braking will remain. In order to regain ABS braking ability, the ABS must be serviced. As a bulb check procedure, the EBCM will command the ABS warning indicator ON for 3 seconds when the EBCM receives power (ignition in RUN or START positions). with the ignition in the OFF/UNLOCK position (loss of serial data), the Instrument Cluster will illuminate the ABS warning indicator. The red BRAKE warning indicator has three functions. It will illuminate whenever the park brake is set or when the brake fluid level within the master cylinder reservoir drops below a safe level. As a bulb check procedure, the EBCM will command the BRAKE warning indicator ON when the EBCM receives power (ignition in RUN or START position). With the ignition in the OFF/UNLOCK position (loss of EBCM serial data), the Instrument Cluster will illuminate the red BRAKE warning indicator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Main Relay > Component Information > Description and Operation ABS Main Relay: Description and Operation The Electronic Brake Control Relay is a normally-open contact type, and has special contact material to handle the high currents required for ABS VI operation. The relay allows the battery voltage and current to be supplied to the solenoids and the EBCM, which supplies power to the motors. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Main Relay > Component Information > Description and Operation > Page 7741 ABS Main Relay: Service and Repair REMOVE OR DISCONNECT 1. Underhood Bussed Electrical Center cover. 2. Electronic Brake Control Relay. INSTALL OR CONNECT 1. Electronic Brake Control Relay. 2. Underhood Bussed Electrical Center cover. 3. Perform Diagnostic System Check. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Brake Fluid Solenoid Valve Relay > Component Information > Locations LF Wheel Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Brake Fluid Solenoid Valve Relay > Component Information > Diagrams > Harness Connector RF ABS Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Brake Fluid Solenoid Valve Relay > Component Information > Diagrams > Harness Connector > Page 7747 LF ABS Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Braking Sensor/Switch > Component Information > Technical Service Bulletins > Twist-Lock Style Brake Switches - Proper Adjustment Braking Sensor/Switch: Technical Service Bulletins Twist-Lock Style Brake Switches - Proper Adjustment File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-12 Date: April, 1998 INFORMATION Subject: Proper Adjustment of New Twist-Lock Style Brake Switches Models: 1996-98 Buick LeSabre, Park Avenue, Riviera 1996-98 Cadillac DeVille, Eldorado, Seville 1997-98 Chevrolet Malibu 1998 Chevrolet Cavalier 1996 Oldsmobile Ninety Eight 1996-98 Oldsmobile Aurora, Eighty Eight, LSS, Regency 1997-98 Oldsmobile Cutlass 1999 Oldsmobile Alero 1996-98 Pontiac Bonneville 1998 Pontiac Sunfire 1999 Pontiac Grand Am This bulletin is being issued to advise that new style brake switches were used beginning in the 1996 model year. The two switches control the brake lights, cruise control engage/release, TCC lock-up/release and the Brake/Transmission Inter-Lock function. The switches are adjusted by twisting rather than ratcheting. Using the old adjustment method of pulling up on the brake pedal can break the switch. A mis-adjusted or damaged switch may cause customer comments such as: ^ Brake lights stay on, draining the battery ^ Cruise control inoperative ^ Higher than normal fuel consumption if TCC cannot engage ^ Brake drag ^ Cruise control takes excess pedal travel to release The adjustment procedure in the Service Manual should be followed. Procedure 1. Insert the stop lamp switch into the retainer until the switch bottoms out against the brake pedal, and the switch actuator is fully depressed. 2. Turn the brake switch in the retainer clockwise until the travel stop has been reached. At this point it will be locked. Important: If the switch is not fully locked into position, a clicking noise may result. 3. The brake switch plunger should extend outward 0.5 mm to 1.5 mm (0.02 in. to 0.06 in.) if adjusted correctly. 4. If the distance the plunger extends is too great, the brake switch must be turned counter-clockwise about 45° and set to the correct distance before locking it in place by turning it clockwise until the travel stop is reached. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: All Technical Service Bulletins Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 7760 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 7761 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: Customer Interest Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 7767 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 7768 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Page 7769 Electronic Brake Control Module: Specifications TIGHTENING SPECIFICATIONS Mounting Screw ................................................................................................................................... ............................................. 11 Nm (97 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Page 7770 Inside LF Fender Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Diagrams > Exploded Views Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Diagrams > Exploded Views > Page 7773 Electronic Brake Control Module: Connector Views Electronic Brake Control Module (EBCM) Electronic Brake Control Module (EBCM) (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Diagrams > Exploded Views > Page 7774 Electronic Brake Control Module (EBCM) (Part 2 Of 3) Electronic Brake Control Module (EBCM) (Part 3 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Diagrams > Page 7775 Electronic Brake Control Module: Description and Operation DESCRIPTION The controlling element of ABS VI is a microprocessor based Electronic Brake Control Module, or EBCM. Inputs to the system include four wheel speed sensors, the brake switch, the brake fluid level switch, ignition switch, and unswitched battery voltage. Outputs include three bi-directional motor controls, two solenoid controls and the Electronic Brake Control Relay. A serial data line is used for service diagnostic tools (scan tool), assembly plant testing and control of indicators in the Instrument Cluster. OPERATION The EBCM monitors the speed of each wheel. If any wheel begins to approach lockup, the EBCM controls the motors and solenoids to reduce brake pressure to the wheel approaching lockup. Once the wheel regains traction, brake pressure is increased until the wheel again begins to approach lockup. This cycle repeats until either the vehicle comes to a stop, the brake is released, or no wheels approach lockup. Additionally, the EBCM monitors itself, each input and each output for proper operation. If a system malfunction is detected, the EBCM will store a DTC in nonvolatile memory (DTCs will not disappear if the battery is disconnected). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Diagrams > Page 7776 Electronic Brake Control Module: Service and Repair REMOVE OR DISCONNECT 1. Left front tire and wheel assembly. 2. Inner splash shield. 3. Electronic Brake Control Module (EBCM) electrical connector. 4. EBCM mounting screws from bracket. 5. EBCM. INSTALL OR CONNECT 1. EBCM to vehicle. 2. Hex head screws, attaching EBCM. Tighten Hex head screws to 11 Nm (97 inch lbs.). 3. EBCM electrical connector. 4. Inner splash shield. 5. Left front tire and wheel assembly. 6. Perform Diagnostic System Check. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Specifications Hydraulic Assembly: Specifications TIGHTENING SPECIFICATIONS Hydraulic Modulator Bleeder Valves ............................................................................................................................................ 9 Nm (80 inch lbs.) Hydraulic Modulator Bracket Mounting Bolt ................................................................................................................................. 25 Nm (18 ft. lbs.) Hydraulic Modulator Drive Gear Nut ........................................................................................................................................ 8.5 Nm (76 inch lbs.) Hydraulic Modulator Mounting Nut ............................................................................................................................................... 30 Nm (22 ft. lbs.) Hydraulic Modulator Solenoid Screw ........................................................................................................................................... 5 Nm (44 inch lbs.) Motor Pack Screws .............................................................................................................. ......................................................... 5 Nm (44 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Specifications > Page 7780 LF Wheel Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Specifications > Page 7781 ABS Actuator Motor Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Specifications > Page 7782 Hydraulic Assembly: Service Precautions WARNING: To help avoid personal injury due to a retained load on the hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator assembly . Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Specifications > Page 7783 Hydraulic Assembly: Description and Operation The hydraulic modulator assembly controls hydraulic pressure to the front calipers and rear wheel cylinders by modulating hydraulic pressure to prevent wheel slip. The basic hydraulic modulator configuration consists of gear subassemblies, ballscrews, nuts, pistons, and hydraulic check valves. The motor pack consists of three motors, three drive gears and three ESB's. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement Hydraulic Assembly: Service and Repair Gear Replacement WARNING: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator. CAUTION: Do not attempt to repair damaged motor packs or hydraulic modulation. Other than modulator drive gear replacement, repair of these assemblies is not authorized. Do not lubricate or oil gears or motor pack. DISASSEMBLE 1. Hydraulic Modulator Assembly. 2. Screws attaching gear cover. 3. Motor pack to hydraulic modulator screws. NOTE: Take care in handling the motor pack. If dropped or damaged in the handling, the motor pack must be replaced. 4. Separate motor pack from hydraulic modulator. NOTE: Do not allow gear to turn while removing the retaining nut, since the modulator piston can hit the top of the modulator bore, damaging the piston. Turn the modulator gear to position the piston in the center of its travel. Place a screwdriver through the holes in the gears (not between the gears) into the recessed hole in the modulator base. This will prevent the gear from turning, aiding in gear removal. 5. Three modulator drive gear to modulator drive shaft retaining nuts. 6. Gears from modulator. ASSEMBLE NOTE: Do not allow gear to turn while tightening the retaining nut, since the modulator piston can bottom out in the modulator bore damaging the piston. Turn the modulator gear to position the piston in the center of its travel. Place a screwdriver through the holes in the gears (not between the gears) into the recessed hole in the modulator base. This will prevent the gear from turning, aiding in gear installation. 1. Position hydraulic modulator drive gears onto hydraulic modulator drive shaft. 2. Three gear retaining nuts. Tighten Nuts to 8.5 Nm (76 inch lbs.). 3. With the hydraulic modulator upside down, and the gears facing you, rotate each hydraulic modulator gear counterclockwise until movement stops. This procedure will position the pistons very close to the top of the hydraulic modulator bore, simplifying the brake bleeding procedure. 4. Position motor pack onto hydraulic modulator, aligning the three. motor pack gears with the modulator. Take care in handling the motor pack. If Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7786 dropped or damaged during handling, the motor pack must be replaced. 5. Motor pack to hydraulic modulator screws. Tighten screws to 5 Nm (44 inch lbs.). 6. Gear cover onto hydraulic modulator with screws. Tighten screws to 4 Nm (36 inch lbs.). 7. Hydraulic modulator into vehicle. 8. Perform Diagnostic System Check. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7787 Hydraulic Assembly: Service and Repair Hydraulic Modulator DISASSEMBLE 1. Hydraulic modulator assembly. 2. Screws attaching gear cover. 3. Remove gear cover. 4. Screws attaching motor pack to hydraulic modulator. 5. Remove motor pack. 6. Proportioning valve mounting screws. 7. Remove Proportioning valve. NOTE: If hydraulic modulator is to be replaced, install the three gears in the same location on replacement hydraulic modulator. No repair of the hydraulic modulator is authorized. Replace as an assembly. ASSEMBLE 1. Proportioning Valve to Hydraulic Modulator. Tighten Proportioning Valve screws to 12 Nm (106 inch lbs.). A new gasket MUST be used when installing the Proportioning Valve. 2. With the hydraulic modulator upside down, and the gears facing you, rotate each hydraulic modulator gear counterclockwise until movement stops. This procedure will position the pistons very close to the top of the hydraulic modulator bore. 3. Motor pack to hydraulic modulator assembly. 4. Motor pack to hydraulic modulator screws. Tighten Motor pack to hydraulic modulator screws to 5 Nm (44 inch lbs.). 5. Gear cover to hydraulic modulator assembly. If the gear cover seal is damaged, the cover must be replaced. Tighten Gear cover screws to 4 Nm (36 inch lbs.). 6. Hydraulic modulator into vehicle. 7. Perform Diagnostic System Check. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7788 Hydraulic Assembly: Service and Repair Hydraulic Modulator Assembly Replacement WARNING: To help avoid personal injury due to a retained load on the hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator assembly. REMOVE OR DISCONNECT 1. Using the scan tool, perform GEAR TENSION RELIEF function under SPECIAL FUNCTIONS. 2. Battery. 3. Battery tray. 4. Upper radiator hose. 5. Solenoid electrical connectors. 6. Motor Pack electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7789 7. Brake pipes. Note position. 8. Hydraulic modulator assembly to bracket mounting nut. 9. Hydraulic modulator assembly. INSTALL OR CONNECT 1. Hydraulic modulator assembly. 2. Hydraulic modulator assembly to bracket mounting nut. Tighten Nut to 30 Nm (22 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7790 3. Brake pipes to Hydraulic Modulator. Use locations noted during removal. WARNING: Make sure brake pipes are correctly connected to BPMV. If brake pipes are switched by mistake (inlet vs. outlet), wheel lockup will occur and personal injury may result. Tighten Brake pipes to 24 Nm (18 ft. lbs.). 4. Motor Pack electrical connector. 5. Solenoid electrical connectors. 6. Upper radiator hose. 7. Battery tray. 8. Battery and bleed system. See: Hydraulic System/Service and Repair 9. Perform Diagnostic System Check. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7791 Hydraulic Assembly: Service and Repair Hydraulic Modulator Bracket REMOVE OR DISCONNECT 1. Hydraulic modulator assembly. 2. Bracket mounting bolts. 3. Bracket. INSTALL OR CONNECT 1. Bracket onto subframe. 2. Bracket mounting bolts. Tighten Bolts to 25 Nm (18 ft. lbs.). 3. Hydraulic modulator assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7792 Hydraulic Assembly: Service and Repair Gear Replacement WARNING: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator. CAUTION: Do not attempt to repair damaged motor packs or hydraulic modulation. Other than modulator drive gear replacement, repair of these assemblies is not authorized. Do not lubricate or oil gears or motor pack. DISASSEMBLE 1. Hydraulic Modulator Assembly. 2. Screws attaching gear cover. 3. Motor pack to hydraulic modulator screws. NOTE: Take care in handling the motor pack. If dropped or damaged in the handling, the motor pack must be replaced. 4. Separate motor pack from hydraulic modulator. NOTE: Do not allow gear to turn while removing the retaining nut, since the modulator piston can hit the top of the modulator bore, damaging the piston. Turn the modulator gear to position the piston in the center of its travel. Place a screwdriver through the holes in the gears (not between the gears) into the recessed hole in the modulator base. This will prevent the gear from turning, aiding in gear removal. 5. Three modulator drive gear to modulator drive shaft retaining nuts. 6. Gears from modulator. ASSEMBLE NOTE: Do not allow gear to turn while tightening the retaining nut, since the modulator piston can bottom out in the modulator bore damaging the piston. Turn the modulator gear to position the piston in the center of its travel. Place a screwdriver through the holes in the gears (not between the gears) into the recessed hole in the modulator base. This will prevent the gear from turning, aiding in gear installation. 1. Position hydraulic modulator drive gears onto hydraulic modulator drive shaft. 2. Three gear retaining nuts. Tighten Nuts to 8.5 Nm (76 inch lbs.). 3. With the hydraulic modulator upside down, and the gears facing you, rotate each hydraulic modulator gear counterclockwise until movement Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7793 stops. This procedure will position the pistons very close to the top of the hydraulic modulator bore, simplifying the brake bleeding procedure. 4. Position motor pack onto hydraulic modulator, aligning the three. motor pack gears with the modulator. Take care in handling the motor pack. If dropped or damaged during handling, the motor pack must be replaced. 5. Motor pack to hydraulic modulator screws. Tighten screws to 5 Nm (44 inch lbs.). 6. Gear cover onto hydraulic modulator with screws. Tighten screws to 4 Nm (36 inch lbs.). 7. Hydraulic modulator into vehicle. 8. Perform Diagnostic System Check. See: Testing and Inspection Hydraulic Modulator DISASSEMBLE 1. Hydraulic modulator assembly. 2. Screws attaching gear cover. 3. Remove gear cover. 4. Screws attaching motor pack to hydraulic modulator. 5. Remove motor pack. 6. Proportioning valve mounting screws. 7. Remove Proportioning valve. NOTE: If hydraulic modulator is to be replaced, install the three gears in the same location on replacement hydraulic modulator. No repair of the hydraulic modulator is authorized. Replace as an assembly. ASSEMBLE 1. Proportioning Valve to Hydraulic Modulator. Tighten Proportioning Valve screws to 12 Nm (106 inch lbs.). A new gasket MUST be used when installing the Proportioning Valve. 2. With the hydraulic modulator upside down, and the gears facing you, rotate each hydraulic modulator gear counterclockwise until movement stops. This procedure will position the pistons very close to the top of the hydraulic modulator bore. 3. Motor pack to hydraulic modulator assembly. 4. Motor pack to hydraulic modulator screws. Tighten Motor pack to hydraulic modulator screws to 5 Nm (44 inch lbs.). 5. Gear cover to hydraulic modulator assembly. If the gear cover seal is damaged, the cover must be replaced. Tighten Gear cover screws to 4 Nm (36 inch lbs.). 6. Hydraulic modulator into vehicle. 7. Perform Diagnostic System Check. See: Testing and Inspection Hydraulic Modulator Assembly Replacement WARNING: To help avoid personal injury due to a retained load on the hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator assembly. REMOVE OR DISCONNECT 1. Using the scan tool, perform GEAR TENSION RELIEF function under SPECIAL FUNCTIONS. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7794 2. Battery. 3. Battery tray. 4. Upper radiator hose. 5. Solenoid electrical connectors. 6. Motor Pack electrical connector. 7. Brake pipes. Note position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7795 8. Hydraulic modulator assembly to bracket mounting nut. 9. Hydraulic modulator assembly. INSTALL OR CONNECT 1. Hydraulic modulator assembly. 2. Hydraulic modulator assembly to bracket mounting nut. Tighten Nut to 30 Nm (22 ft. lbs.). 3. Brake pipes to Hydraulic Modulator. Use locations noted during removal. WARNING: Make sure brake pipes are correctly connected to BPMV. If brake pipes are switched by mistake (inlet vs. outlet), wheel lockup will occur and personal injury may result. Tighten Brake pipes to 24 Nm (18 ft. lbs.). 4. Motor Pack electrical connector. 5. Solenoid electrical connectors. 6. Upper radiator hose. 7. Battery tray. 8. Battery and bleed system. See: Hydraulic System/Service and Repair 9. Perform Diagnostic System Check. See: Testing and Inspection Hydraulic Modulator Bracket REMOVE OR DISCONNECT 1. Hydraulic modulator assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7796 2. Bracket mounting bolts. 3. Bracket. INSTALL OR CONNECT 1. Bracket onto subframe. 2. Bracket mounting bolts. Tighten Bolts to 25 Nm (18 ft. lbs.). 3. Hydraulic modulator assembly. Hydraulic Modulator Solenoid REMOVE OR DISCONNECT 1. Battery. 2. Battery tray. 3. Solenoid electrical connector. 4. Solenoid screws. 5. Solenoid. NOTE: Be sure the seal is still attached to the solenoid when it is removed. If not, check solenoid bore in modulator. Do not attempt to disassemble solenoid, it is serviceable only as an assembly. Lubricate seal on new solenoid with clean brake fluid. INSTALL OR CONNECT 1. New solenoid. Verify that the solenoid lip seal is properly positioned before solenoid is installed in hydraulic modulator. Position solenoid so that its electrical connector will face the same direction as the solenoid that was removed. By hand, press down finely on solenoid until its flange seats on ABS hydraulic modulator. 2. Solenoid screws. Tighten Screws to 5 Nm (44 inch lbs.). 3. Solenoid electrical connector to solenoid. NOTE: Make sure the solenoid connectors are installed on correct solenoids. It is necessary to bleed hydraulic modulator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 7797 4. Battery tray. 5. Battery. 6. Perform Diagnostic System Check. Motor Pack WARNING: To help avoid personal Injury, due to a retained load on the AIDS hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator. DISASSEMBLE 1. Hydraulic Modulator Assembly. 2. Screws attaching gear cover. 3. Remove gear cover. 4. Screws attaching motor pack to hydraulic modulator. 5. Motor pack from hydraulic modulator. NOTE: Use care when handling motor pack to ensure motor pack connector is not damaged, or accidental intrusion of brake fluid into the motor pack does not occur. This may result in a premature failure of the motor pack. Take care in handling the motor pack. If dropped or damaged during handling, the motor pack must be replaced. If disassembly of the hydraulic modulator assembly was due to an ABS hydraulic functional test that did not pass, the Automated Motor Pack Diagnosis Test should be performed at this time to isolate the motor pack or hydraulic modulator. No repair of the motor pack is authorized. Replace as an assembly. ASSEMBLE 1. Motor pack to hydraulic modulator. NOTE: Take care in handling the motor pack. If dropped or damaged during handling the motor pack must be replaced. Align each of the three motor pack pinions with the hydraulic modulator gears. 2. Motor pack to hydraulic modulator attaching screws. Tighten Motor pack to hydraulic modulator attaching screws to 5 Nm (44 inch lbs.). 3. Gear cover to hydraulic modulator. 4. Screws attaching gear cover. Tighten Screws to 4 Nm (36 inch lbs.). 5. Hydraulic Modulator Assembly into vehicle. 6. Using the scan tool, perform the MOTOR REHOME procedure. 7. Perform Diagnostic System Check. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Hydraulic Control Assembly - Antilock Brakes: Customer Interest Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 7806 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 7807 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Hydraulic Control Assembly - Antilock Brakes: All Technical Service Bulletins Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 7813 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 7814 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > Page 7815 LF Wheel Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Diagrams > Harness Connector RF ABS Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Diagrams > Harness Connector > Page 7818 LF ABS Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Diagrams > Page 7819 Hydraulic Control Assembly - Antilock Brakes: Description and Operation DESCRIPTION The Expansion Spring Brake (ESB) is used to hold the piston in the uproots (or home) position. An ESB is a spring that is retained in a housing at a close tolerance. One end of the spring is in contact with the motor drive dog and the other end is in contact with the pinion drive dog. In normal braking, brake pressure is present on the top of the piston, applying a downward force. The force applies a counterclockwise torque to the motor pinion which tries to rotate the spring counterclockwise. The counterclockwise torque expands the spring outward within the housing and prevents gear rotation. OPERATION When the motor is turned on and tries to drive the ball screw nut, the end of the ESB in contact with the motor drive log rotates inward causing the spring to contract in its housing allowing the motor to rotate the modulator gear. The most common application of this principle is in window crank mechanisms, where a small amount of force on the crank handle allows the window to be lowered or raised, but the weight of the window or force on the window will not allow the window to move downward. For the ESB, brake pressure on the top of the pistons corresponds to the weight of the window and the motor corresponds to the window crank handle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > Brakes - Revised Speed Sensor Resistance Specification Wheel Speed Sensor: Technical Service Bulletins Brakes - Revised Speed Sensor Resistance Specification File In Section: 5 - Brakes Bulletin No.: 73-50-22 Date: June, 1997 SERVICE MANUAL UPDATE Subject: Section 5E - Revised Wheel Speed Sensor Resistance Specifications Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being issued to revise the wheel speed sensor resistance specifications (DTC's C1221 - C1235) on pages 5E1-54 through 5E1-101 of the Service Manual. Front and rear wheel speed sensor resistance range has been changed to 950 - 1250 ohms. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Locations > LF LF Wheel (RF Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Locations > LF > Page 7826 RR Wheel (LR Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Diagrams > LF LF Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Diagrams > LF > Page 7829 LR Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Diagrams > LF > Page 7830 RF Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Diagrams > LF > Page 7831 RR Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Description and Operation > Front Wheel Speed Sensors Wheel Speed Sensor: Description and Operation Front Wheel Speed Sensors The front wheel speed sensor and toothed ring are contained with the integral front wheel bearing. This allows for improved environmental protection and easier assembly. The sensor and toothed ring are not repairable and no provision for air gap adjustment exists. If a front wheel speed sensor fails, the entire integral bearing and speed sensor assembly must be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Description and Operation > Front Wheel Speed Sensors > Page 7834 Wheel Speed Sensor: Description and Operation Rear Wheel Speed Sensors The rear wheel speed sensors operate in the same manner as the front wheel speed sensors. The wheel speed sensor and toothed ring are contained within the dust cap of the integral rear wheel bearing. This allows for improved environmental protection and easier assembly. The sensor and toothed ring are not repairable and no provision for air gap adjustment exists. If a rear wheel speed sensor fails, the entire integral bearing and speed sensor assembly must be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Description and Operation > Front Wheel Speed Sensors > Page 7835 Wheel Speed Sensor: Description and Operation Front Wheel Speed Sensor Wiring NOTE: The front wheel speed sensor wiring is not repairable in the control arm section of the wiring harness. This section of the wiring harness must be replaced with the appropriate wiring harness service kit "Pigtail." do not attempt to solder, splice, or crimp this section of the wiring harnesses as eventual failure will likely result. The front wheel speed sensor wiring is constructed of highly flexible twisted pair wiring. This wiring exists because the-front wheel speed sensor wiring circuits must connect to the suspension of the vehicle, thus the wiring in this area is subjected to the same motion as a spring or shock absorber. Consequently, any repair to the front wheel speed sensor wiring circuits in the control arm section of the wiring harness will result in stiffening and eventual failure due to wire fatigue. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Description and Operation > Page 7836 Wheel Speed Sensor: Service and Repair Left Front Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Description and Operation > Page 7837 Right Front Wheel Speed Sensor Tool Required: - J 38764 REMOVE OR DISCONNECT Important: The front sensor is serviceable only as an a assembly. Do not attempt to service the sensor harness pigtail as it is part of the sensor. 1. Raise and support vehicle on suitable hoist. 2. Tire and wheel assembly. 3. Front wheel speed sensor electrical connector. 4. Hub and bearing assembly. 5. Wheel speed sensor from hub and bearing assembly using a blunt screwdriver. Important: When the wheel speed sensor is removed it must be replaced. The speed sensor is damaged when it is removed and cannot be reused. There are two parts to the wheel speed sensor. These parts are replaced as an assembly. They cannot be replaced individually. - Inspect bearing for signs of water intrusion, if water intrusion is noted, the bearing must be replaced. INSTALL OR CONNECT 1. Apply LOCTITE (TM) 620 to mating surfaces of the wheel speed sensor that contacts the hub and bearing assembly. 2. Using J 38764 with an arbor type press, press wheel speed sensor onto hub and bearing assembly. 3. Hub and bearing assembly to vehicle. 4. Front wheel speed sensor electrical connector. 5. Wheel and tire assembly. 6. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair > System Flushing Brake Bleeding: Service and Repair System Flushing Manual NOTE: In the following steps, use a suitable container and/or shop rags to catch fluid and prevent it from contacting any painted surfaces. Clean Fluid reservoir cover and surrounding area. REMOVE OR DISCONNECT 1. Fluid reservoir cover. 2. Any remaining brake fluid in reservoir. 3. Refill reservoir with clean DOT 3 brake fluid to proper level. INSTALL OR CONNECT 1. Fluid reservoir cover. 2. Flush hydraulic modulator as follows: a. Attach a clear plastic bleeder hose to rearward bleeder valve on the hydraulic modulator and place the other end of hose in a container to collect draining brake fluid. Do not submerge hose end into fluid. b. Slowly open rearward bleeder valve one half to one full turn. c. Depress brake pedal until fluid begins to flow. d. Close valve and release brake pedal. Repeat above steps until clean brake fluid flows or at least 118 ml (4 ounces) of fluid is accumulated. e. Repeat above procedure for the forward bleeder valve until clean brake fluid flows or at least 118 ml (4 ounces) of brake fluid is accumulated. Tighten Hydraulic modulator bleeder valves to 9 Nm (80 inch lbs.). Inspect Fluid level in reservoir and fill to correct level if necessary. 3. Fluid reservoir cover. 4. Raise vehicle and suitably support 5. Flush wheel brakes in sequence shown above. Flush sequence: - Right rear. - Left rear. - Right front. - Left front. a. Attach bleeder hose to bleeder valve at each wheel and place the other end into a container to collect draining brake fluid. Do not submerge hose end in fluid. b. Open bleeder valve. c. Slowly depress brake pedal. d. Close valve and slowly release brake pedal. e. Repeat above procedure until clean brake fluid flows or at least 235 ml (8 ounces) of fluid is accumulated. 6. Repeat Step 5 on left rear brake. 7. Repeat Step 5 on right front brake. 8. Repeat Step 5 on left front brake. 9. Lower vehicle. 10. Replace all rubber components listed under Flushing Procedure. 11. Repeat flushing procedure one more time. Inspect Fluid level in reservoir and fill to correct level if necessary. 12. Fluid reservoir cap. 13. Bleed the entire brake hydraulic system. Pressure NOTE: If any brake component is repaired or replaced such that air is allowed to enter the brake system, the entire bleeding procedure MUST be followed. NOTE: Prior to bleeding the brakes, the front and rear displacement cylinder pistons must be returned to the topmost position. The preferred method uses a Scan Tool to perform the rehoming procedure. If a Scan Tool is not available, the second procedure may be used, but it is extremely important that the procedure be followed exactly as outlined. NOTE: Pressure bleeding equipment can be used to perform the flush procedure. The pressure bleeding equipment used for flushing must be of the diaphragm type. It must have a rubber diaphragm between the air supply and the brake fluid to prevent air, moisture, and other contaminants from entering the hydraulic system. Clean Fluid reservoir cover and surrounding area. REMOVE OR DISCONNECT 1. Fluid reservoir cover. 2. Any remaining brake fluid in reservoir. 3. Refill reservoir with clean DOT 3 brake fluid to proper level. INSTALL OR CONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair > System Flushing > Page 7842 1. Bleeder adapter J 35589 to brake fluid reservoir. 2. Bleeder adapter to pressure bleeding equipment. Adjust Pressure bleeding equipment to 35-70 kPa (5-10 psi) and wait for approximately 30 seconds to ensure there is no leakage. Pressure bleed equipment to 205-240 kPa (30-35 psi). 3. Proceed as follows with pressure bleeding equipment connected and pressurized: 4. Attach a clear plastic hose to the rearward bleeder valve on the hydraulic modulator. Place the other end of the hose in a container to collect draining brake fluid. Do not submerge hose end into fluid. 5. Slowly open bleeder valve and allow fluid to flow until clean brake fluid flows or until at least 118 ml (4 ounces) of fluid is accumulated. 6. Close valve. 7. Repeat above procedure for the forward bleeder valve until clean brake fluid flows or until at least 118 ml (4 ounces) of fluid is accumulated. Tighten Hydraulic modulator bleeder valve to 9 Nm (80 inch lbs.). 8. Raise vehicle and suitably support. 9. Flush wheel brakes in sequence. Flush sequence: - Right rear. - Left rear. - Right front. - Left front a. Attach bleeder hose to bleeder valve at each wheel and place the other end into a container to collect draining brake fluid. Do not submerge hose end in fluid. b. Slowly open bleeder valve and allow fluid to flow. c. Close valve when clean brake fluid begins to flow or at least 235 ml (8 ounces) of fluid is accumulated. 10. Repeat Step 9 on left rear wheel brake. 11. Repeat Step 9 on right front wheel brake. 12. Repeat Step 9 on left front wheel brake. 13. Lower vehicle. 14. Remove bleeder adapter. 15. Replace all rubber components listed under Flushing Procedure. 16. Repeat flushing procedure one more time. Inspect Fluid level in reservoir and fill to correct level if necessary. 17. Fluid reservoir cap. 18. Bleed the entire brake hydraulic system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair > System Flushing > Page 7843 Brake Bleeding: Service and Repair System Bleeding Manual NOTE: Use only DOT 3 brake fluid from a clean, sealed container. Do not use fluid from an open container that may be contaminated with water. Do not use DOT 5 brake fluid. NOTE: In the following steps, use a suitable container and/or shop cloths to catch fluid and prevent it from contacting any painted surfaces. Clean Fluid reservoir cover and surrounding area. Inspect Fluid level in reservoir and fill to the correct level if necessary. INSTALL OR CONNECT 1. Fluid reservoir cover. 2. Prime hydraulic modulator/master cylinder assembly. a. Attach bleeder hose to rearward bleeder valve and submerge opposite hose end in clean container partially filled with brake fluid. b. Slowly open rearward bleeder valve 1/2 to 3/4 turns. c. Depress brake pedal and hold until fluid begins to flow. d. Close valve and release brake pedal. Repeat Step 1 until no air bubbles are present. e. Repeat Steps 2b through 2d until fluids begins to flow. f. Relocate the bleeder hose to the forward hydraulic modulator bleeder valve and repeat Steps 2a through 2e. Once fluid is seems to flow from both modulator bleeder valves, the hydraulic modulator/master cylinder assembly is sufficiently full of fluid. However, it may not be completely purged of air. At this point move to the wheel brakes and bleed them. This ensures that the lowest points in the system are completely free of air and then the hydraulic modulator/master cylinder assembly can be purged of any remaining air. REMOVE OR DISCONNECT 1. Fluid reservoir cover. Inspect Fluid level in reservoir and fill to the correct level if necessary. INSTALL OR CONNECT 1. Fluid reservoir cover. 2. Raise vehicle and suitably support. 3. Proceed as follows to bleed wheel brakes in sequence shown. Bleed sequence: - Right rear. - Left rear. - Right front. - Left front. a. Attach a clear bleeder hose to bleeder valve at wheel and submerge opposite hose in clean container partially filled with brake fluid. b. Open bleeder valve. c. Slowly depress brake pedal. d. Close valve and slowly release brake pedal. e. Wait 5 seconds. f. Repeat Steps 3a through 3e until the brake pedal feels firm at half travel and no air bubbles are observed in the bleeder hose. To assist in freeing entrapped air, tap lightly on the caliper or braking plate 4. Repeat Step 3 on left rear wheel brake. 5. Repeat Step 3 on right front wheel brake. 6. Repeat Step 3 on left front wheel brake. 7. Lower vehicle. REMOVE OR DISCONNECT 1. Fluid reservoir cover. Inspect Fluid level in reservoir and fill to the correct level if necessary. Pressure NOTE: Pressure bleeding equipment must be of the diaphragm type. It must hive a rubber diaphragm between the air supply and the brake fluid to prevent air, moisture and other contaminants from entering the hydraulic system. Clean Fluid reservoir cover and surrounding area. Inspect Fluid to be at proper level. Add clean brake fluid as required. INSTALL OR CONNECT 1. Bleeder adapter J 35589 to brake fluid reservoir. 2. Bleeder adapter to pressure bleeding equipment. 3. Clear plastic bleeder hose to rearward bleeder valve. Submerge other end of bleeder hose in clean container partially filled with brake fluid. Adjust Pressure bleed equipment to 35-70 kPa (5-10 psi) and wait for approximately 30 seconds to insure there is no leakage. Pressure bleed equipment to 205-240 kPa (30-35 psi). 4. Proceed as follows with pressure bleeding equipment connected and pressurized. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair > System Flushing > Page 7844 a. With bleeder hose connected to rearward bleeder valve on hydraulic modulator, slowly open bleeder valve and allow fluid to flow until no air is seen in fluid. b. Close valve when fluid flows without any air bubbles. Reopen and repeat until no air bubbles exist. c. Relocate bleeder hose on the forward bleeder valve on the hydraulic modulator and repeat Steps 3 through 4b. Tighten Hydraulic modulator bleeder valve to 9 Nm (80 inch lbs.). NOTE: Use a shop cloth to catch escaping brake fluid. Take care to prevent fluid from running down motor pack and into the bottom or electrical connector. A bleeder hose is not used to bleed brake pipe connections. 5. Proceed to bleed the hydraulic modulator brake pipe connections as follows with pressure bleeding equipment connected and pressurized. a. Slowly open forward brake pipe tube nut on hydraulic modulator and check for air in escaping fluid. b. When air flow ceases, immediately tighten tube nut. Tighten Tube nut to 23 Nm (17 ft. lbs.). c. Repeat Steps 5a and 5b for remaining three brake pipe connections, moving from front to rear. 6. Raise vehicle and suitably support. 7. Proceed as follows to bleed wheel brakes in sequence. Bleed sequence: - Right rear. - Left rear. - Right front. - Left front. a. Attach bleeder hose to bleeder valve and submerge opposite hose end in clean container partially filled with brake fluid. b. Slowly open bleeder valve and allow fluid to flow. c. Close valve when fluid begins to flow without any air bubbles. Tap lightly with a rubber mallet to dislodge any trapped air bubbles. 8. Repeat above sequence on left rear wheel brake. 9. Repeat above sequence on front wheel brakes. 10. Lower vehicle. 11. Remove bleeder adapter J 35589. 12. Check fluid level in reservoir and fill to the correct level using clean brake fluid, if necessary. 13. Install fluid reservoir cover and diaphragm assembly. Inspect With the ignition switch in the "RUN" position, apply brake pedal with moderate force and hold. Note pedal travel and feel. If pedal feels firm and constant and pedal travel is not excessive, start the engine. With the engine running, re-check the pedal travel. If it's still firm and constant and pedal travel is not excessive, go to Step 13. If pedal feels soft or has excessive travel either initially or after engine start. Use the Scan Tool, "Release" then "Apply" the motors 2 to 3 times and cycle the solenoids 5 to 10 times. Be sure to "Apply" the front and rear motors to ensure the pistons are in the upmost position. Now repeat bleeding procedure. 14. Road test the vehicle. Make several normal (non-ABS) stops from a moderate speed to ensure proper brake system function. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > Customer Interest for Brake Pedal Assy: > 01-05-22-001 > Jan > 01 > Brake Pedal - Clunk/Rattle Noise Brake Pedal Assy: Customer Interest Brake Pedal - Clunk/Rattle Noise File In Section: 05 - Brakes Bulletin No.: 01-05-22-001 Date: January, 2001 TECHNICAL Subject: Clunk, Rattle Noise from Front of Vehicle (Replace Brake Pedal Assembly) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am with Automatic Transmission Built Prior to the VIN Breakpoints shown. Condition Some customers may comment on a rattle or clunk type noise coming from the underbody or front suspension. Cause The brake pedal pivot pin bushing may cause this condition. Correction Diagnose condition prior to replacing the brake pedal assembly by putting light side pressure on the brake pedal with your foot and applying the brakes. If the noise is no longer present, replace the existing brake pedal assembly with a new assembly, P/N 22672398. If the noise is still present, re-evaluate the condition using diagnostic information in the appropriate Service Manual. Follow the service procedure listed below to replace the brake pedal assembly. 1. Remove left sound insulator panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > Customer Interest for Brake Pedal Assy: > 01-05-22-001 > Jan > 01 > Brake Pedal - Clunk/Rattle Noise > Page 7853 2. Depress the accelerator control cable (1) tangs from the pedal lever assembly. 3. Remove the accelerator control cable from the pedal lever assembly. 4. Disconnect the brake pedal pushrod (1) from the brake pedal (2). 5. Disconnect the electrical connector from the stop lamp switch. 6. Remove the stop tamp switch (5) from the brake pedal bracket by grasping the switch and turning it go degrees counter clockwise while pulling Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > Customer Interest for Brake Pedal Assy: > 01-05-22-001 > Jan > 01 > Brake Pedal - Clunk/Rattle Noise > Page 7854 toward the rear of the vehicle. 7. Disconnect the electrical connector from the cruise release switch. 8. Remove the cruise release switch (3) from the brake pedal bracket by grasping the switch and turning it 90 degrees counter clockwise while pulling toward the rear of the vehicle. 9. Disconnect the electrical harness from the brake pedal bracket. 10. Remove the upper (1) and the lower (2) mounting nuts from the brake pedal assembly. 11. Remove the brake pedal assembly. 12. Install the brake pedal assembly into position. 13. Install the upper and the lower mounting nuts to the brake pedal assembly. Tighten Tighten the mounting nuts to 27 Nm (20 lb ft). 14. Connect the brake pedal pushrod to the brake pedal. 15. Connect the electrical harness to the brake pedal bracket. 16. Insert the stop lamp switch and cruise release switch into their containers until the switch body is seated on the retainer. 17. Connect the electrical connectors to the stop lamp switch and cruise release switch. Important: Adjust the stop lamp switch and cruise release switch at the same time. The adjustment procedures for the switches are identical. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > Customer Interest for Brake Pedal Assy: > 01-05-22-001 > Jan > 01 > Brake Pedal - Clunk/Rattle Noise > Page 7855 18. Adjust the stop lamp switch and cruise release switch. 18.1. Pull the brake pedal (4) upward against the internal pedal stop. 18.2. Turn the switch 90 degrees clockwise in order to lock the switch into position. 19. Install the accelerator control cable to the pedal lever assembly. Ensure the tangs are fully expanded and seated. 20. Slip the accelerator control cable through the slot in the rod of the accelerator pedal and install the retainer in the rod. Ensure the retainer is seated. 21. Check for proper operation of stop lamps and cruise control. 22. Install the left sound insulator panel. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty use the table. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pedal Assy: > 01-05-22-001 > Jan > 01 > Brake Pedal Clunk/Rattle Noise Brake Pedal Assy: All Technical Service Bulletins Brake Pedal - Clunk/Rattle Noise File In Section: 05 - Brakes Bulletin No.: 01-05-22-001 Date: January, 2001 TECHNICAL Subject: Clunk, Rattle Noise from Front of Vehicle (Replace Brake Pedal Assembly) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am with Automatic Transmission Built Prior to the VIN Breakpoints shown. Condition Some customers may comment on a rattle or clunk type noise coming from the underbody or front suspension. Cause The brake pedal pivot pin bushing may cause this condition. Correction Diagnose condition prior to replacing the brake pedal assembly by putting light side pressure on the brake pedal with your foot and applying the brakes. If the noise is no longer present, replace the existing brake pedal assembly with a new assembly, P/N 22672398. If the noise is still present, re-evaluate the condition using diagnostic information in the appropriate Service Manual. Follow the service procedure listed below to replace the brake pedal assembly. 1. Remove left sound insulator panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pedal Assy: > 01-05-22-001 > Jan > 01 > Brake Pedal Clunk/Rattle Noise > Page 7861 2. Depress the accelerator control cable (1) tangs from the pedal lever assembly. 3. Remove the accelerator control cable from the pedal lever assembly. 4. Disconnect the brake pedal pushrod (1) from the brake pedal (2). 5. Disconnect the electrical connector from the stop lamp switch. 6. Remove the stop tamp switch (5) from the brake pedal bracket by grasping the switch and turning it go degrees counter clockwise while pulling Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pedal Assy: > 01-05-22-001 > Jan > 01 > Brake Pedal Clunk/Rattle Noise > Page 7862 toward the rear of the vehicle. 7. Disconnect the electrical connector from the cruise release switch. 8. Remove the cruise release switch (3) from the brake pedal bracket by grasping the switch and turning it 90 degrees counter clockwise while pulling toward the rear of the vehicle. 9. Disconnect the electrical harness from the brake pedal bracket. 10. Remove the upper (1) and the lower (2) mounting nuts from the brake pedal assembly. 11. Remove the brake pedal assembly. 12. Install the brake pedal assembly into position. 13. Install the upper and the lower mounting nuts to the brake pedal assembly. Tighten Tighten the mounting nuts to 27 Nm (20 lb ft). 14. Connect the brake pedal pushrod to the brake pedal. 15. Connect the electrical harness to the brake pedal bracket. 16. Insert the stop lamp switch and cruise release switch into their containers until the switch body is seated on the retainer. 17. Connect the electrical connectors to the stop lamp switch and cruise release switch. Important: Adjust the stop lamp switch and cruise release switch at the same time. The adjustment procedures for the switches are identical. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pedal Assy: > 01-05-22-001 > Jan > 01 > Brake Pedal Clunk/Rattle Noise > Page 7863 18. Adjust the stop lamp switch and cruise release switch. 18.1. Pull the brake pedal (4) upward against the internal pedal stop. 18.2. Turn the switch 90 degrees clockwise in order to lock the switch into position. 19. Install the accelerator control cable to the pedal lever assembly. Ensure the tangs are fully expanded and seated. 20. Slip the accelerator control cable through the slot in the rod of the accelerator pedal and install the retainer in the rod. Ensure the retainer is seated. 21. Check for proper operation of stop lamps and cruise control. 22. Install the left sound insulator panel. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty use the table. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > Page 7864 Brake Pedal Assy: Specifications TIGHTENING SPECIFICATIONS Brake Pedal To Bracket ....................................................................................................................... ................................................. 27 Nm (20 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > Page 7865 Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > Page 7866 Brake Pedal Assy: Testing and Inspection 1. With engine off and key "Off", pump service brake pedal until all reserve is exhausted from the brake booster. 2. Install J 28662 or equivalent onto the brake pedal. 3. Hook end of tape measure over top edge of brake pedal and measure the distance to the rim of the steering wheel. 4. Apply service brake pedal with a firm force (approximately 445 N 100 lbs.) and re-measure. The difference between both readings is the actual pedal travel and should not exceed 63 mm (2.5 inches). 5. If pedal travel is greater than 63 mm (2.5 inches) drive the vehicle backward while intermittently applying the brakes. In rare cases excessive pedal travel will develop if brakes are only used occasionally when backing up. This will develop when the vehicle is only occasionally driven in reverse. Duo-Servo self-adjusting mechanisms will only actuate when the brakes are applied in reverse. NOTE: Most low pedal problems are caused by air in the hydraulic system. This means that the system should be bled until all air is purged. Other less frequent causes of excessive pedal travel are incorrect brake booster push-rod length, improperly adjusted parking brake, rear shoe adjusters not functioning, shoes excessively worn, and hydraulic system leakage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Technical Service Bulletins > Page 7867 Brake Pedal Assy: Service and Repair Description Remove or Disconnect 1. Left sound insulator. 2. Rotate switch counterclockwise to remove from retainer in bracket 3. Wiring harness connectors. Install or Connect 1. Wiring harness to switch. 2. Retainer into bracket (from forward side). 3. With brake pedal depressed, insert switch into retainer until switch seats on retainer. 4. Rotate switch clockwise to lock. Adjust A. Pull brake pedal fully rearward against pedal stop until audible clicks can not be heard. B. Switch will be moved in retainer providing adjustment. C. Release brake pedal and repeat Step A to assure that switch is properly adjusted. 5. Wiring harness connector(s). 6. Sound insulator Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions Brake Warning Indicator: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7872 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7873 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7874 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7875 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7876 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7877 Brake Warning Indicator: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7878 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7879 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7880 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7881 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7882 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7883 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7884 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7885 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7886 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7887 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7888 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7889 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7890 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7891 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7892 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7893 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7894 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7895 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7896 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7897 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7898 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7899 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7900 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7901 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7902 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7903 Brake Warning Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Description and Operation > Brake Indicator Brake Warning Indicator: Description and Operation Brake Indicator The BRAKE warning indicator (red) will be illuminated when the Ignition Switch is in RUN position and the Park Brake is engaged. The BRAKE indicator will illuminate when the Electronic Brake Control Module (EBCM) transmits a Class 2 message (0 the Body Function Controller (BFC) indicating there has been a Brake Fail Condition. The Body Function Controller (BFC) will then command the BRAKE indicator ON over the Serial Peripheral interface (SPI) data line to the instrument Cluster. in the event of a Class 2 serial data loss the BRAKE indicator will illuminate. in the event of an Serial Peripheral Interface (SPI) data link failure, the BRAKE indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Description and Operation > Brake Indicator > Page 7906 Brake Warning Indicator: Description and Operation General Description The standard brake system uses a single red "BRAKE" warning light located in the instrument panel cluster. When the ignition switch is in the "Start" position, the "BRAKE" warning light should glow and go off when the ignition switch returns to the "Run" position. The following conditions will activate the "BRAKE" light: 1. Parking brake applied. The light should be on whenever the parking brake is applied and the ignition switch is on. 2. Low fluid level. A low fluid level in the master cylinder will turn the "BRAKE" light on. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Specifications Brake Caliper: Specifications Caliper Bleeding Screw 115 in.lb Caliper Bracket to Knuckle Bolts 85 ft.lb Caliper Guide Pin Bolts 23 ft.lb Caliper Inlet Fitting 37 ft.lb Caliper Mounting Bolt to Caliper Bracket 23 ft.lb Caliper Bore Diameter Front 2.36 in Caliper Bore Diameter Rear 1.50 in Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Specifications > Page 7911 Brake Caliper: Description and Operation This caliper has a single bore and is mounted to the steering knuckle with two mounting bolts. Hydraulic pressure, created by applying the brake pedal, is converted by the caliper to a stopping force. This force acts equally against the caliper piston and the bottom of the caliper bore to move the piston: outward and to move (slide) the caliper inward resulting in a clamping action on the rotor. This clamping action forces the linings against the rotor, creating friction to stop the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Replacement Brake Caliper: Service and Repair Replacement REMOVE OR DISCONNECT 1. Remove 2/3 of brake fluid from master cylinder assembly. 2. Raise vehicle and suitably support. Mark relationship of wheel to hub and bearing assembly, to insure proper wheel balance upon reassembly. 3. Tire and wheel assembly. Reinstall two wheel nuts to retain rotor to hub and bearing assembly. 4. Push piston into caliper bore to provide clearance between linings and rotor. Install a large C-clamp over the top of the caliper housing and against the back of the outboard pad. Slowly tighten C-clamp until piston is pushed into the caliper bore enough to slide the caliper assembly off rotor. An alternate method used to compress the caliper piston is to use a large adjustable pliers to compress piston when caliper has been removed from rotor and is supported as shown. 5. Bolt attaching inlet fitting only when caliper is to be removed from vehicle for unit repair (overhaul). If only brake pads are being replaced, there is no need to disconnect inlet fitting. Plug exposed inlet fitting into caliper housing and brake hose to prevent fluid loss and contamination. Caliper Mounting 6. Caliper mounting bolts and sleeve assemblies. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Replacement > Page 7914 Disc Brake Caliper Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Replacement > Page 7915 7. Caliper from rotor and caliper bracket. Do not let caliper hang from brake hose. Damage may occur. If the caliper assembly is not being removed from the vehicle for unit repair, suspend the caliper with a wire hook from the strut as shown. Inspect Mounting bolts and sleeve assemblies for corrosion. Bushings for cuts or nicks. If damage to either part is found, replace with new parts when installing caliper. Do not attempt to polish away corrosion. INSTALL OR CONNECT 1. Liberally coat inside diameter of bushings with silicone grease. 2. Mounting bolts and sleeve assemblies. 3. Caliper over rotor on to caliper bracket. Tighten Mounting bolt and sleeve assemblies to 51 Nm (38 ft. lbs.). 4. Inlet fitting, if removed. Tighten Inlet fitting to 50 Nm (37 ft. lbs.). 5. Remove wheel nuts securing rotor to hub and bearing assembly. 6. Wheel and tire, aligning previous marks. 7. Lower the vehicle. 8. Torque wheel nuts. 9. Fill master cylinder to proper level with clean brake fluid. Bleed brake system if inlet fitting was removed. Recheck fluid level. Recheck brake pedal feel. If brake "Spongyness" is present. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Replacement > Page 7916 Brake Caliper: Service and Repair Overhaul DISASSEMBLE 1. Remove caliper completely from vehicle. 2. Bushings. Inspect Bushings for cuts and nicks. Replace if damaged. CAUTION: On the following procedure do not place fingers in front of the piston in an attempt to catch or protect it when applying compressed air. This could result in serious injury. NOTE: Use clean shop towels to pad the interior of the caliper housing during removal. 3. Piston using compressed air into the caliper inlet hole. Inspect Piston for scoring, nicks, corrosion and worn or damaged chrome plating. Replace piston if any of these conditions are found. 4. Boot from caliper housing bore. Be careful not to scratch housing bore. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Replacement > Page 7917 5. Piston seal from seal groove in caliper housing bore with a small wood or plastic tool. NOTE: Do not use a metal tool since this may damage caliper bore or seal groove. 6. Inspect Caliper housing bore and seal groove for scoring, nicks, corrosion and wear. Use crocus cloth to polish out light corrosion. Replace caliper housing if corrosion in and around seal groove will not clean up with crocus cloth. 7. Bleeder valve and bleeder valve cap from caliper. Clean All parts in clean, denatured alcohol. Dry with unlubricated compressed air. Blow out all passages in caliper housing and bleeder valve. ASSEMBLE 1. Bleeder valve and bleeder valve cap into caliper. Tighten Bleeder valve to 13 Nm (115 inch lbs.). 2. Lubricate new piston seal and install into caliper bore groove. Make sure seal is not twisted. 3. Lubricated boot onto piston. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Replacement > Page 7918 4. Piston and boot into bore of caliper and push to bottom of bore. 5. Seat boot in caliper housing counter bore. 6. Bushings. Lubricate beveled end of bushing with silicone grease, GM P/N 1052863 or equivalent. Pinch bushing and install bevel end first. Push bushing through housing mounting bore. 7. Caliper. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Replacement > Page 7919 Brake Caliper: Service and Repair Caliper Bracket Assembly Replacement REMOVE OR DISCONNECT 1. Caliper assembly. 2. Knuckle bracket. INSTALL OR CONNECT 1. Knuckle bracket. 2. Caliper assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Customer Interest: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation Brake Pad: Customer Interest Brakes - Front Disc Brake Pulsation File In Section: 05 - Brakes Bulletin No.: 00-05-23-002B Date: March, 2003 TECHNICAL Subject: Front Disc Brake Pulsation (New Rotor Run-Out Specification and Correction Method) Models: 1997-2003 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to add model years and update the correction information. Please discard Corporate Bulletin Number 00-05-23-002A (Section 5 - Brakes). Condition Some customers may comment on a pulsation condition felt in the brake pedal and/or steering wheel during a brake apply. In some cases, it may be noted that the pulsation condition has reoccurred in 5,000-11,000 km (3,000-7,000 mi) after having had the brakes serviced, tires rotated or any type of servicing that required wheel removal. Cause Pulsation is the result of brake rotor thickness variation causing the brake caliper piston to move in and out of the brake caliper housing. This hydraulic "pumping/pulsing" effect is transmitted through the brake system and may be felt in the brake pedal. In severe cases, this condition may also transmit through the vehicle structure and other chassis system components such as the steering column or wheel. The major contributor to rotor thickness variation is excessive lateral run-out of the rotor, causing the brake pads to wear the rotor unevenly over time. Correction Important: All vehicles built since March 2000 have been built with the updated brake pad. Unless the brake pads are worn past the given specifications, the brake pads should be not replaced. FOR 2000 AND PRIOR MODEL YEAR VEHICLES ONLY: Confirm that the brake pads have the number 1417 printed on the edge of the pad backing plate (refer to the illustration - glass cleaner can be used to Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Customer Interest: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7928 clean the area so that the print is visible). This indicates the correct brake pads have been previously installed. The brake pads contained in Front Pad Kit, P/N 18044437 are the only brake pads that should be used on these vehicles. If the number 1417 is not present, or if the number is not legible, replace the brake pads. If the correct pads were previously installed, verify the brake pad thickness. If the brake pad friction material thickness is 4.6 mm (0.18 in) or greater, re-use the pads. If the friction material thickness is less than 4.6 mm (0.18 in), install new brake pads contained in Front Pad kit, P/N 18044437. If the rotor thickness is less than 25 mm (0.98 in), install a new rotor. If rotor thickness is greater than 25 mm (0.98 in), refinish the rotor. Replace existing front brake rotors and pads, if necessary, with new components indicated in the table following the applicable Service Manual procedures and the service guidelines contained in Corporate Bulletin Number 00-05-22-002. Important ^ The brake pad with the wear indicator must be installed in the inner position (against the piston in the caliper). When properly installed. the wear indicator will be pointing up with the caliper installed on the car (Refer to Corporate Bulletin Number 01-05-23-005). ^ If the pad with the wear indicator must be installed in the outboard position, reduced front brake lining life or interference between the compact spare tire and brake caliper may occur ^ Anytime a new or refinished rotor is installed on a vehicle, the rotor must have.040 mm (.0015 in) or less of lateral run-out. This specification is important to prevent comebacks for brake pulsation and is a tighter specification than specified for other vehicle models. GM has approved a new technology for the correction of lateral run-out on new or refinished rotors. This new method is called *"Brake Align(R)". It will allow the technician to meet the .040 mm (.0015 in) or less requirement for lateral run-out by installing a specially selected tapered correction plate between the rotor and the hub (Reference Corporate Bulletin Number 01-05-23-001). * We believe this source and their products to be reliable There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. 1. Machine the existing rotors on an approved, well-maintained brake lathe to guarantee smooth, flat, and parallel surfaces. Replace the rotors if they do not meet the minimum thickness specification. DO NOT MACHINE NEW ROTORS. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Customer Interest: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7929 2. Ensure that all the mating surfaces of the rotor and the hub are clean using the J 42450-A, Wheel Hub Cleaning Kit, to clean around the wheel studs. Use the J 41013, Wheel Hub Resurfacing Kit, to clean the mating surface of the rotor and bearing hub. Mount the new or refinished rotor onto the vehicle hub and secure using Conical Retaining Washers, J 45101-100 and the existing wheel nuts. Do not install the calipers and the wheels at this time. Tighten Tighten the wheel nuts in a star pattern to 140 N.m (100 lb ft) using J 39544, Torque Socket or equivalent. 3. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 12.7 mm (0.5 in) from the rotor's outer edge. 4. Rotate the rotor and measure the total lateral run-out. 5. Based on the measurement taken in the previous step, proceed as indicated below: ^ Lateral run-out LESS than or equal to .040 mm (.0015 in), remove wheel nuts and conical washers and then proceed to Step 11. ^ Lateral run-out GREATER than .040 mm (.0015 in), proceed to the next step. 6. Following procedure below, determine the correct "Brake Align(R)" Correction Plate" that will be required to bring lateral run-out within the specification: 6.1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Customer Interest: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7930 6.2. Rotate the rotor and locate the point with the highest dial indicator reading (rotor "high spot"). 6.3. Note the amount and location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. 7. Select the appropriate "Brake Align(R) Correction Plate" required to compensate for the lateral run-out from the plates listed in the chart below. Verify that the plate selected corrects the run-out specification to within .040 mm (.0015 in) or less. 8. Remove the wheel nuts, conical washers and rotor. Important: Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. 9. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. 10. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 6.3. 11. Re-install the calipers and wheels. Important It is critical to follow the procedure below for torquing the wheels. Brake rotors may be distorted if the wheel nuts are tightened with an impact wrench or if this procedure is not followed exactly. Tighten Tighten the wheel nuts to 140 N.m (100 lb ft) with a TORQUE WRENCH following the three step method shown. ^ Hand tighten all 5 wheel nuts using the star pattern (refer to the illustration). ^ Tighten all 5 wheel nuts to approximately 1/2 specification using the star pattern. ^ Tighten all 5 wheel nuts to 140 N.m (100 lb ft) using the star pattern. 12. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor inboard friction surface approximately 12.7 mm (0.5 in) from the rotors's outer edge. 13. Rotate the wheel on the opposite side of the vehicle and confirm that lateral run-out is less than or equal to .040 mm (.0015 in). If run-out is less than or equal to.040 mm (.0015 in), proceed to Step 14. if run-out is greater than .040 mm (.0015 in), remove the wheel and secure the rotor using conical retaining washers J 45101-100 and the existing wheel nuts. Measure run-out following Steps 3 and 4 above to ensure that the right correction plate was selected and properly installed. If run-out is within specification, reinstall the wheel making sure to use the three step tightening procedure in Step 11 and check run-out per Steps 12 and 13. If run-out is still out of specification, index the wheel or install a wheel from another position on the car until the correct run-out specification is achieved Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Customer Interest: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7931 14. Road test the car to verify the repairs. For vehicles repaired under warranty Brake Align(R) Run-Out Correction Plates should be submitted in Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: ^ Dealer Equipment and Service ^ Brake Align(R) LLC Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Customer Interest: > 99-05-23-001 > Feb > 99 > Brakes - Squealing Noise Coming From Front Brake Pad: Customer Interest Brakes - Squealing Noise Coming From Front File In Section: 05 - Brakes Bulletin No.: 99-05-23-001 Date: February, 1999 TECHNICAL Subject: Squealing Noise Coming from Front Brakes (Install New Brake Pads) Models: 1997-99 Chevrolet Malibu 1997-99 Oldsmobile Cutlass This bulletin is being revised to update the model year, service procedure and parts Information. Please discard Corporate Bulletin Number 73-50-08 (Section 5 - Brakes). Condition Some owners may comment on a squealing noise coming from the front brakes. Correction Replace the front disc brake pads, P/N 18024383. Refer to the Brake Section in the Service Manual. Revised pads have an enhanced noise insulator material on the back of each brake pad. Important: EVERY brake service should include cleaning and lubing all metal contact points (i.e. caliper to knuckle, pad to knuckle, etc.). Also, correct clearances must be checked. Parts Information Part Number Description 18024383 Front Brake Pad Kit Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Pads, Disc Brake - R & R Use published H0042 labor or Replace operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Customer Interest: > 735008 > Apr > 97 > Brakes - Squealing Noise, New Front Pads Brake Pad: Customer Interest Brakes - Squealing Noise, New Front Pads File In Section: 5 - Brakes Bulletin No.: 73-50-08 Date: April, 1997 Subject: Squealing Noise Coming From Front Brakes (Install New Brake Pads) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on a squealing noise coming from the front brakes. Correction Replace the front disc brake pads, P/N 18026184. Refer to Section 5B1 in the Service Manual. Revised pads have an enhanced noise insulator material on the back of each brake pad. Important: DO NOT resurface brake rotors. Replace brake rotors if there is a pulsation concern. Important: EVERY brake service should include cleaning and lubing all metal to metal contact points (i.e.; caliper to knuckle, pad to knuckle, etc.). Also, correct clearances must be checked. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H0042 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation Brake Pad: All Technical Service Bulletins Brakes - Front Disc Brake Pulsation File In Section: 05 - Brakes Bulletin No.: 00-05-23-002B Date: March, 2003 TECHNICAL Subject: Front Disc Brake Pulsation (New Rotor Run-Out Specification and Correction Method) Models: 1997-2003 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to add model years and update the correction information. Please discard Corporate Bulletin Number 00-05-23-002A (Section 5 - Brakes). Condition Some customers may comment on a pulsation condition felt in the brake pedal and/or steering wheel during a brake apply. In some cases, it may be noted that the pulsation condition has reoccurred in 5,000-11,000 km (3,000-7,000 mi) after having had the brakes serviced, tires rotated or any type of servicing that required wheel removal. Cause Pulsation is the result of brake rotor thickness variation causing the brake caliper piston to move in and out of the brake caliper housing. This hydraulic "pumping/pulsing" effect is transmitted through the brake system and may be felt in the brake pedal. In severe cases, this condition may also transmit through the vehicle structure and other chassis system components such as the steering column or wheel. The major contributor to rotor thickness variation is excessive lateral run-out of the rotor, causing the brake pads to wear the rotor unevenly over time. Correction Important: All vehicles built since March 2000 have been built with the updated brake pad. Unless the brake pads are worn past the given specifications, the brake pads should be not replaced. FOR 2000 AND PRIOR MODEL YEAR VEHICLES ONLY: Confirm that the brake pads have the number 1417 printed on the edge of the pad backing plate (refer to the illustration - glass cleaner can be used to Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7945 clean the area so that the print is visible). This indicates the correct brake pads have been previously installed. The brake pads contained in Front Pad Kit, P/N 18044437 are the only brake pads that should be used on these vehicles. If the number 1417 is not present, or if the number is not legible, replace the brake pads. If the correct pads were previously installed, verify the brake pad thickness. If the brake pad friction material thickness is 4.6 mm (0.18 in) or greater, re-use the pads. If the friction material thickness is less than 4.6 mm (0.18 in), install new brake pads contained in Front Pad kit, P/N 18044437. If the rotor thickness is less than 25 mm (0.98 in), install a new rotor. If rotor thickness is greater than 25 mm (0.98 in), refinish the rotor. Replace existing front brake rotors and pads, if necessary, with new components indicated in the table following the applicable Service Manual procedures and the service guidelines contained in Corporate Bulletin Number 00-05-22-002. Important ^ The brake pad with the wear indicator must be installed in the inner position (against the piston in the caliper). When properly installed. the wear indicator will be pointing up with the caliper installed on the car (Refer to Corporate Bulletin Number 01-05-23-005). ^ If the pad with the wear indicator must be installed in the outboard position, reduced front brake lining life or interference between the compact spare tire and brake caliper may occur ^ Anytime a new or refinished rotor is installed on a vehicle, the rotor must have.040 mm (.0015 in) or less of lateral run-out. This specification is important to prevent comebacks for brake pulsation and is a tighter specification than specified for other vehicle models. GM has approved a new technology for the correction of lateral run-out on new or refinished rotors. This new method is called *"Brake Align(R)". It will allow the technician to meet the .040 mm (.0015 in) or less requirement for lateral run-out by installing a specially selected tapered correction plate between the rotor and the hub (Reference Corporate Bulletin Number 01-05-23-001). * We believe this source and their products to be reliable There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. 1. Machine the existing rotors on an approved, well-maintained brake lathe to guarantee smooth, flat, and parallel surfaces. Replace the rotors if they do not meet the minimum thickness specification. DO NOT MACHINE NEW ROTORS. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7946 2. Ensure that all the mating surfaces of the rotor and the hub are clean using the J 42450-A, Wheel Hub Cleaning Kit, to clean around the wheel studs. Use the J 41013, Wheel Hub Resurfacing Kit, to clean the mating surface of the rotor and bearing hub. Mount the new or refinished rotor onto the vehicle hub and secure using Conical Retaining Washers, J 45101-100 and the existing wheel nuts. Do not install the calipers and the wheels at this time. Tighten Tighten the wheel nuts in a star pattern to 140 N.m (100 lb ft) using J 39544, Torque Socket or equivalent. 3. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 12.7 mm (0.5 in) from the rotor's outer edge. 4. Rotate the rotor and measure the total lateral run-out. 5. Based on the measurement taken in the previous step, proceed as indicated below: ^ Lateral run-out LESS than or equal to .040 mm (.0015 in), remove wheel nuts and conical washers and then proceed to Step 11. ^ Lateral run-out GREATER than .040 mm (.0015 in), proceed to the next step. 6. Following procedure below, determine the correct "Brake Align(R)" Correction Plate" that will be required to bring lateral run-out within the specification: 6.1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7947 6.2. Rotate the rotor and locate the point with the highest dial indicator reading (rotor "high spot"). 6.3. Note the amount and location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. 7. Select the appropriate "Brake Align(R) Correction Plate" required to compensate for the lateral run-out from the plates listed in the chart below. Verify that the plate selected corrects the run-out specification to within .040 mm (.0015 in) or less. 8. Remove the wheel nuts, conical washers and rotor. Important: Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. 9. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. 10. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 6.3. 11. Re-install the calipers and wheels. Important It is critical to follow the procedure below for torquing the wheels. Brake rotors may be distorted if the wheel nuts are tightened with an impact wrench or if this procedure is not followed exactly. Tighten Tighten the wheel nuts to 140 N.m (100 lb ft) with a TORQUE WRENCH following the three step method shown. ^ Hand tighten all 5 wheel nuts using the star pattern (refer to the illustration). ^ Tighten all 5 wheel nuts to approximately 1/2 specification using the star pattern. ^ Tighten all 5 wheel nuts to 140 N.m (100 lb ft) using the star pattern. 12. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor inboard friction surface approximately 12.7 mm (0.5 in) from the rotors's outer edge. 13. Rotate the wheel on the opposite side of the vehicle and confirm that lateral run-out is less than or equal to .040 mm (.0015 in). If run-out is less than or equal to.040 mm (.0015 in), proceed to Step 14. if run-out is greater than .040 mm (.0015 in), remove the wheel and secure the rotor using conical retaining washers J 45101-100 and the existing wheel nuts. Measure run-out following Steps 3 and 4 above to ensure that the right correction plate was selected and properly installed. If run-out is within specification, reinstall the wheel making sure to use the three step tightening procedure in Step 11 and check run-out per Steps 12 and 13. If run-out is still out of specification, index the wheel or install a wheel from another position on the car until the correct run-out specification is achieved Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7948 14. Road test the car to verify the repairs. For vehicles repaired under warranty Brake Align(R) Run-Out Correction Plates should be submitted in Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: ^ Dealer Equipment and Service ^ Brake Align(R) LLC Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 01-05-23-005 > Apr > 01 > Front Brake Pads Correct Installation Procedure Brake Pad: All Technical Service Bulletins Front Brake Pads - Correct Installation Procedure File In Section: 05 - Brakes Bulletin No.: 01-05-23-005 Date: April, 2001 INFORMATION Subject: Proper Installation of Front Brake Pads with Wear Indicator (Possibility of Reversing Front Brake Pads) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin cancels and replaces Corporate Bulletin Number 73-50-34. Please discard Corporate Bulletin Number 73-50-34 (Section 5 - Brakes). It may be possible to interchange the outboard and inboard front brake pads on the above vehicles without obvious concerns at the time of installation. Improper installation of the brake pads may result in reduced lining life. In addition, possible interference between the compact spare wheel and the caliper may occur. This interference may be sufficient to prevent the wheel from turning when the compact spare is installed soon after pad replacement. Service Information 1997-2001 The following list details concerns with the Service Information contained within the L/N car Service Manuals. These items will be updated in the Electronic Service Information. ^ The 1997 Chevrolet Malibu and Oldsmobile Cutlass Service Manuals incorrectly state that the brake pad with the wear indicator should be located on the outboard front brake pad. The accompanying illustrations are also incorrect. ^ The 1998 Chevrolet Malibu/Oldsmobile Cutlass and the 1999 Service Manual for all four models contain text which describes correctly the front brake pad replacement procedure and location of the front brake pads. The accompanying illustrations, however, show the incorrect pad location. ^ The 2000 and 2001 Chevrolet Malibu and Grand Am/Alero Service Manuals contain text which correctly describes the front brake pad replacement procedure. The accompanying illustrations are generic and do not indicate the presence of a wear indicator used as part of the pad assembly Recommendations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 01-05-23-005 > Apr > 01 > Front Brake Pads Correct Installation Procedure > Page 7953 Important: Service kits include specific right hand and left hand inboard pads. When installing front brake pads, the pads with the wear indicators must be installed in the inboard position (against the piston) in the brake caliper. Figure 1, callout (1) shows the proper positioning of the wear indicator. When the proper inboard pad is installed, the wear indictor will point upward with the caliper installed on the car. If the pad with the wear indicator is installed in the outboard position, front brake lining life may be reduced. In addition, interference between the compact spare wheel and the caliper can occur. This interference may be sufficient to prevent the wheel from turning when the compact spare is installed. ^ Include a copy of this service bulletin in each affected Service Manual. ^ Provide a copy of this service bulletin to all brake technicians. ^ Provide this information to the dealer personnel responsible for tire and wheel rotations and repairs. ^ Make checking for the proper location of the brake pads a part of your free brake and safety inspections on these vehicles. It takes no additional time and will improve customer satisfaction. Simply identify that the wear indicators are on the inboard pads and are pointed upward. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 99-05-23-001 > Feb > 99 > Brakes Squealing Noise Coming From Front Brake Pad: All Technical Service Bulletins Brakes - Squealing Noise Coming From Front File In Section: 05 - Brakes Bulletin No.: 99-05-23-001 Date: February, 1999 TECHNICAL Subject: Squealing Noise Coming from Front Brakes (Install New Brake Pads) Models: 1997-99 Chevrolet Malibu 1997-99 Oldsmobile Cutlass This bulletin is being revised to update the model year, service procedure and parts Information. Please discard Corporate Bulletin Number 73-50-08 (Section 5 - Brakes). Condition Some owners may comment on a squealing noise coming from the front brakes. Correction Replace the front disc brake pads, P/N 18024383. Refer to the Brake Section in the Service Manual. Revised pads have an enhanced noise insulator material on the back of each brake pad. Important: EVERY brake service should include cleaning and lubing all metal contact points (i.e. caliper to knuckle, pad to knuckle, etc.). Also, correct clearances must be checked. Parts Information Part Number Description 18024383 Front Brake Pad Kit Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Pads, Disc Brake - R & R Use published H0042 labor or Replace operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 735008 > Apr > 97 > Brakes - Squealing Noise, New Front Pads Brake Pad: All Technical Service Bulletins Brakes - Squealing Noise, New Front Pads File In Section: 5 - Brakes Bulletin No.: 73-50-08 Date: April, 1997 Subject: Squealing Noise Coming From Front Brakes (Install New Brake Pads) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on a squealing noise coming from the front brakes. Correction Replace the front disc brake pads, P/N 18026184. Refer to Section 5B1 in the Service Manual. Revised pads have an enhanced noise insulator material on the back of each brake pad. Important: DO NOT resurface brake rotors. Replace brake rotors if there is a pulsation concern. Important: EVERY brake service should include cleaning and lubing all metal to metal contact points (i.e.; caliper to knuckle, pad to knuckle, etc.). Also, correct clearances must be checked. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H0042 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Pad: > 01-05-23-005 > Apr > 01 > Front Brake Pads Correct Installation Procedure Brake Pad: All Technical Service Bulletins Front Brake Pads - Correct Installation Procedure File In Section: 05 - Brakes Bulletin No.: 01-05-23-005 Date: April, 2001 INFORMATION Subject: Proper Installation of Front Brake Pads with Wear Indicator (Possibility of Reversing Front Brake Pads) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin cancels and replaces Corporate Bulletin Number 73-50-34. Please discard Corporate Bulletin Number 73-50-34 (Section 5 - Brakes). It may be possible to interchange the outboard and inboard front brake pads on the above vehicles without obvious concerns at the time of installation. Improper installation of the brake pads may result in reduced lining life. In addition, possible interference between the compact spare wheel and the caliper may occur. This interference may be sufficient to prevent the wheel from turning when the compact spare is installed soon after pad replacement. Service Information 1997-2001 The following list details concerns with the Service Information contained within the L/N car Service Manuals. These items will be updated in the Electronic Service Information. ^ The 1997 Chevrolet Malibu and Oldsmobile Cutlass Service Manuals incorrectly state that the brake pad with the wear indicator should be located on the outboard front brake pad. The accompanying illustrations are also incorrect. ^ The 1998 Chevrolet Malibu/Oldsmobile Cutlass and the 1999 Service Manual for all four models contain text which describes correctly the front brake pad replacement procedure and location of the front brake pads. The accompanying illustrations, however, show the incorrect pad location. ^ The 2000 and 2001 Chevrolet Malibu and Grand Am/Alero Service Manuals contain text which correctly describes the front brake pad replacement procedure. The accompanying illustrations are generic and do not indicate the presence of a wear indicator used as part of the pad assembly Recommendations Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Pad: > 01-05-23-005 > Apr > 01 > Front Brake Pads Correct Installation Procedure > Page 7967 Important: Service kits include specific right hand and left hand inboard pads. When installing front brake pads, the pads with the wear indicators must be installed in the inboard position (against the piston) in the brake caliper. Figure 1, callout (1) shows the proper positioning of the wear indicator. When the proper inboard pad is installed, the wear indictor will point upward with the caliper installed on the car. If the pad with the wear indicator is installed in the outboard position, front brake lining life may be reduced. In addition, interference between the compact spare wheel and the caliper can occur. This interference may be sufficient to prevent the wheel from turning when the compact spare is installed. ^ Include a copy of this service bulletin in each affected Service Manual. ^ Provide a copy of this service bulletin to all brake technicians. ^ Provide this information to the dealer personnel responsible for tire and wheel rotations and repairs. ^ Make checking for the proper location of the brake pads a part of your free brake and safety inspections on these vehicles. It takes no additional time and will improve customer satisfaction. Simply identify that the wear indicators are on the inboard pads and are pointed upward. DISCLAIMER Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Page 7968 Brake Pad: Specifications Minimum Thickness Minimum Thickness Wear Limit 0.030 in Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Page 7969 Brake Pad: Testing and Inspection Inspect the brake linings every 9654 km (6,000 miles) and any time that the tire and wheel assembly is removed (tire rotation, etc.). Check both ends of the outer pad by looking in at each end of the caliper. These are the points at which the highest rate of wear normally occurs. However, at the same time, check the lining thickness on the inner pad to make sure that it has not worn prematurely. Some inboard pad and linings have a thermal layer against the pad which is integrally molded with the lining. This extra layer should not be confused with uneven inboard-outboard lining wear. Look down through the inspection hole in the top of the caliper to view the inner pad. Replace disc brake pad and lining assemblies whenever the thickness of any lining is worn to within 0.76 mm (0.030 inches) of the backing plate. In the case of riveted pad and lining assemblies, replace when the lining is worn to within 0.76 mm (0.030 inches) of any rivet head. Replace all disc brake pad and lining assemblies at the same time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Page 7970 Brake Pad: Service and Repair REMOVE OR DISCONNECT 1. Brake caliper. 2. Brake pads. INSTALL OR CONNECT NOTE: Before installing new brake pads use denatured alcohol to wipe outside surface of piston boot clean. 1. Bottom piston into caliper bore. Use a C-clamp over caliper housing to drive piston in. Tighten clamp slowly to drive piston into caliper bore. Take care not to damage piston or piston boot with C-clamp. An alternate method of driving the piston in is to use a large adjustable pliers to squeeze the piston into the caliper. NOTE: After bottoming piston, lift inner edge of boot next to piston and press out any trapped air. Boot must lay flat. Make sure convolutions are tucked back into place. 2. Inboard and outboard brake pads. Shoe must lay flat against piston. After installing the brake pads, check that the piston boot is not touching the brake pad. If there is contact, remove the brake pad and re-seat or re-position the boot. 3. Outboard brake pad with wear sensor at trailing edge of brake pad. During forward wheel rotation, the back of the brake pad must lay flat against caliper. 4. Brake caliper. 5. Apply a firm force three times to the brake pedal to seat the linings. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Customer Interest: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation Brake Rotor/Disc: Customer Interest Brakes - Front Disc Brake Pulsation File In Section: 05 - Brakes Bulletin No.: 00-05-23-002B Date: March, 2003 TECHNICAL Subject: Front Disc Brake Pulsation (New Rotor Run-Out Specification and Correction Method) Models: 1997-2003 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to add model years and update the correction information. Please discard Corporate Bulletin Number 00-05-23-002A (Section 5 - Brakes). Condition Some customers may comment on a pulsation condition felt in the brake pedal and/or steering wheel during a brake apply. In some cases, it may be noted that the pulsation condition has reoccurred in 5,000-11,000 km (3,000-7,000 mi) after having had the brakes serviced, tires rotated or any type of servicing that required wheel removal. Cause Pulsation is the result of brake rotor thickness variation causing the brake caliper piston to move in and out of the brake caliper housing. This hydraulic "pumping/pulsing" effect is transmitted through the brake system and may be felt in the brake pedal. In severe cases, this condition may also transmit through the vehicle structure and other chassis system components such as the steering column or wheel. The major contributor to rotor thickness variation is excessive lateral run-out of the rotor, causing the brake pads to wear the rotor unevenly over time. Correction Important: All vehicles built since March 2000 have been built with the updated brake pad. Unless the brake pads are worn past the given specifications, the brake pads should be not replaced. FOR 2000 AND PRIOR MODEL YEAR VEHICLES ONLY: Confirm that the brake pads have the number 1417 printed on the edge of the pad backing plate (refer to the illustration - glass cleaner can be used to Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Customer Interest: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7979 clean the area so that the print is visible). This indicates the correct brake pads have been previously installed. The brake pads contained in Front Pad Kit, P/N 18044437 are the only brake pads that should be used on these vehicles. If the number 1417 is not present, or if the number is not legible, replace the brake pads. If the correct pads were previously installed, verify the brake pad thickness. If the brake pad friction material thickness is 4.6 mm (0.18 in) or greater, re-use the pads. If the friction material thickness is less than 4.6 mm (0.18 in), install new brake pads contained in Front Pad kit, P/N 18044437. If the rotor thickness is less than 25 mm (0.98 in), install a new rotor. If rotor thickness is greater than 25 mm (0.98 in), refinish the rotor. Replace existing front brake rotors and pads, if necessary, with new components indicated in the table following the applicable Service Manual procedures and the service guidelines contained in Corporate Bulletin Number 00-05-22-002. Important ^ The brake pad with the wear indicator must be installed in the inner position (against the piston in the caliper). When properly installed. the wear indicator will be pointing up with the caliper installed on the car (Refer to Corporate Bulletin Number 01-05-23-005). ^ If the pad with the wear indicator must be installed in the outboard position, reduced front brake lining life or interference between the compact spare tire and brake caliper may occur ^ Anytime a new or refinished rotor is installed on a vehicle, the rotor must have.040 mm (.0015 in) or less of lateral run-out. This specification is important to prevent comebacks for brake pulsation and is a tighter specification than specified for other vehicle models. GM has approved a new technology for the correction of lateral run-out on new or refinished rotors. This new method is called *"Brake Align(R)". It will allow the technician to meet the .040 mm (.0015 in) or less requirement for lateral run-out by installing a specially selected tapered correction plate between the rotor and the hub (Reference Corporate Bulletin Number 01-05-23-001). * We believe this source and their products to be reliable There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. 1. Machine the existing rotors on an approved, well-maintained brake lathe to guarantee smooth, flat, and parallel surfaces. Replace the rotors if they do not meet the minimum thickness specification. DO NOT MACHINE NEW ROTORS. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Customer Interest: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7980 2. Ensure that all the mating surfaces of the rotor and the hub are clean using the J 42450-A, Wheel Hub Cleaning Kit, to clean around the wheel studs. Use the J 41013, Wheel Hub Resurfacing Kit, to clean the mating surface of the rotor and bearing hub. Mount the new or refinished rotor onto the vehicle hub and secure using Conical Retaining Washers, J 45101-100 and the existing wheel nuts. Do not install the calipers and the wheels at this time. Tighten Tighten the wheel nuts in a star pattern to 140 N.m (100 lb ft) using J 39544, Torque Socket or equivalent. 3. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 12.7 mm (0.5 in) from the rotor's outer edge. 4. Rotate the rotor and measure the total lateral run-out. 5. Based on the measurement taken in the previous step, proceed as indicated below: ^ Lateral run-out LESS than or equal to .040 mm (.0015 in), remove wheel nuts and conical washers and then proceed to Step 11. ^ Lateral run-out GREATER than .040 mm (.0015 in), proceed to the next step. 6. Following procedure below, determine the correct "Brake Align(R)" Correction Plate" that will be required to bring lateral run-out within the specification: 6.1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Customer Interest: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7981 6.2. Rotate the rotor and locate the point with the highest dial indicator reading (rotor "high spot"). 6.3. Note the amount and location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. 7. Select the appropriate "Brake Align(R) Correction Plate" required to compensate for the lateral run-out from the plates listed in the chart below. Verify that the plate selected corrects the run-out specification to within .040 mm (.0015 in) or less. 8. Remove the wheel nuts, conical washers and rotor. Important: Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. 9. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. 10. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 6.3. 11. Re-install the calipers and wheels. Important It is critical to follow the procedure below for torquing the wheels. Brake rotors may be distorted if the wheel nuts are tightened with an impact wrench or if this procedure is not followed exactly. Tighten Tighten the wheel nuts to 140 N.m (100 lb ft) with a TORQUE WRENCH following the three step method shown. ^ Hand tighten all 5 wheel nuts using the star pattern (refer to the illustration). ^ Tighten all 5 wheel nuts to approximately 1/2 specification using the star pattern. ^ Tighten all 5 wheel nuts to 140 N.m (100 lb ft) using the star pattern. 12. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor inboard friction surface approximately 12.7 mm (0.5 in) from the rotors's outer edge. 13. Rotate the wheel on the opposite side of the vehicle and confirm that lateral run-out is less than or equal to .040 mm (.0015 in). If run-out is less than or equal to.040 mm (.0015 in), proceed to Step 14. if run-out is greater than .040 mm (.0015 in), remove the wheel and secure the rotor using conical retaining washers J 45101-100 and the existing wheel nuts. Measure run-out following Steps 3 and 4 above to ensure that the right correction plate was selected and properly installed. If run-out is within specification, reinstall the wheel making sure to use the three step tightening procedure in Step 11 and check run-out per Steps 12 and 13. If run-out is still out of specification, index the wheel or install a wheel from another position on the car until the correct run-out specification is achieved Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Customer Interest: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7982 14. Road test the car to verify the repairs. For vehicles repaired under warranty Brake Align(R) Run-Out Correction Plates should be submitted in Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: ^ Dealer Equipment and Service ^ Brake Align(R) LLC Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information Brake Rotor/Disc: All Technical Service Bulletins Brakes - Rotor Lateral Runout Correction Information Bulletin No.: 01-05-23-001B Date: January 31, 2008 INFORMATION Subject: Brake Align(R) System for Brake Rotor Lateral Runout Correction Models: 2008 and Prior Passenger Cars Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 01-05-23-001A (Section 05 - Brakes). This bulletin is being issued to update General Motors position on correcting brake rotor lateral runout (Refer to Corporate Bulletin Number 00-05-22-002B for additional brake rotor service procedures). Certain conditions may apply to individual vehicles regarding specific repairs. Refer to those specific repairs in applicable service bulletins. Make sure other possible sources of brake pulsation, such as ABS pedal feedback, have been addressed before checking rotor runout. Anytime a new or refinished rotor is installed on a vehicle, the rotor must have .050 mm (.002 in) or less of lateral runout. This specification is important to prevent comebacks for brake pulsation. Until now, the only acceptable methods to correct brake rotor runout were to index or replace the rotor or to refinish the rotor using an on-vehicle brake lathe. GM has approved a new technology for the correction of lateral runout on new or refinished rotors. This new method is called Brake align(R)*. It will allow the technician to meet the .050 mm (.002 in) or less requirement for lateral runout by installing a specially selected, tapered correction plate between the rotor and the hub. The Brake Align(R) Correction system does NOT require the use of an on-vehicle brake lathe to correct for lateral runout. *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. The Brake Align(R) Starter Kit will include an ample supply of Correction Plates, in various correction sizes, that will cover most current GM passenger car applications. It will also include a Brake Align(R) tool kit containing a dial indicator and retaining washers along with other useful tools. Service Procedure Follow all the procedures referred to in Corporate Bulletin Number 00-05-22-002B. Dealers who have purchased the Brake Align(R) Starter Kit may use the following simplified runout correction procedure: The existing rotors must first be machined on an approved, well-maintained bench lathe to guarantee smooth, flat, and parallel surfaces. Should the rotors require replacement, please note that it is not necessary to machine new rotors. Make sure all the mating surfaces of the rotor and the hub are clean, using the J 42450-A wheel Hub Cleaning Kit. Mount the new or refinished rotor onto the vehicle hub using the retaining washers provided in the kit. Do not reinstall the caliper or wheel at this time. Tighten all the wheel nuts to the proper specification, using J 39544 Torque Socket or the equivalent. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor friction surface approximately 12.7 mm (1/2 in) from the rotors outer edge. Rotate the rotor and observe the total lateral runout. Index the rotor on the hub to achieve the lowest amount of lateral runout. This will require removal and reassembly of the rotor until the lowest total lateral runout reading is obtained. If this reading is .050 mm (.002 in) or less, the assembled rotor is within specification. The brake system may be reassembled. If total lateral runout is greater than .050 mm (.002 in), proceed with determining the correct Brake Align(R) Correction as follows: Rotate the rotor to locate the lowest dial indicator reading and set the dial to zero. Rotate the rotor to determine and locate the highest amount of lateral runout. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information > Page 7988 Note the AMOUNT and LOCATION of the "high spot" on the rotor and mark the closest wheel stud relative to this location. Remove the rotor. Select the appropriate Brake Align(R) Runout Correction Plate for this vehicle using the Application Chart. Make sure the selection corrects the amount of runout that was diagnosed. Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and the rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 7. The rotor should then be secured onto the hub and tightened to the proper specification. The rotor should be dial indicated once more to assure that the rotor is now within specification. The brake system is now ready for the remaining service and assembly. Once the caliper has been installed, check to ensure that the rotor rotates freely. Parts Information Brake Align(R) Runout Correction Plates are available through the suppliers shown. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information > Page 7989 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information > Page 7990 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information > Page 7991 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information > Page 7992 Brake Align Order Form Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation Brake Rotor/Disc: All Technical Service Bulletins Brakes - Front Disc Brake Pulsation File In Section: 05 - Brakes Bulletin No.: 00-05-23-002B Date: March, 2003 TECHNICAL Subject: Front Disc Brake Pulsation (New Rotor Run-Out Specification and Correction Method) Models: 1997-2003 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to add model years and update the correction information. Please discard Corporate Bulletin Number 00-05-23-002A (Section 5 - Brakes). Condition Some customers may comment on a pulsation condition felt in the brake pedal and/or steering wheel during a brake apply. In some cases, it may be noted that the pulsation condition has reoccurred in 5,000-11,000 km (3,000-7,000 mi) after having had the brakes serviced, tires rotated or any type of servicing that required wheel removal. Cause Pulsation is the result of brake rotor thickness variation causing the brake caliper piston to move in and out of the brake caliper housing. This hydraulic "pumping/pulsing" effect is transmitted through the brake system and may be felt in the brake pedal. In severe cases, this condition may also transmit through the vehicle structure and other chassis system components such as the steering column or wheel. The major contributor to rotor thickness variation is excessive lateral run-out of the rotor, causing the brake pads to wear the rotor unevenly over time. Correction Important: All vehicles built since March 2000 have been built with the updated brake pad. Unless the brake pads are worn past the given specifications, the brake pads should be not replaced. FOR 2000 AND PRIOR MODEL YEAR VEHICLES ONLY: Confirm that the brake pads have the number 1417 printed on the edge of the pad backing plate (refer to the illustration - glass cleaner can be used to Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7997 clean the area so that the print is visible). This indicates the correct brake pads have been previously installed. The brake pads contained in Front Pad Kit, P/N 18044437 are the only brake pads that should be used on these vehicles. If the number 1417 is not present, or if the number is not legible, replace the brake pads. If the correct pads were previously installed, verify the brake pad thickness. If the brake pad friction material thickness is 4.6 mm (0.18 in) or greater, re-use the pads. If the friction material thickness is less than 4.6 mm (0.18 in), install new brake pads contained in Front Pad kit, P/N 18044437. If the rotor thickness is less than 25 mm (0.98 in), install a new rotor. If rotor thickness is greater than 25 mm (0.98 in), refinish the rotor. Replace existing front brake rotors and pads, if necessary, with new components indicated in the table following the applicable Service Manual procedures and the service guidelines contained in Corporate Bulletin Number 00-05-22-002. Important ^ The brake pad with the wear indicator must be installed in the inner position (against the piston in the caliper). When properly installed. the wear indicator will be pointing up with the caliper installed on the car (Refer to Corporate Bulletin Number 01-05-23-005). ^ If the pad with the wear indicator must be installed in the outboard position, reduced front brake lining life or interference between the compact spare tire and brake caliper may occur ^ Anytime a new or refinished rotor is installed on a vehicle, the rotor must have.040 mm (.0015 in) or less of lateral run-out. This specification is important to prevent comebacks for brake pulsation and is a tighter specification than specified for other vehicle models. GM has approved a new technology for the correction of lateral run-out on new or refinished rotors. This new method is called *"Brake Align(R)". It will allow the technician to meet the .040 mm (.0015 in) or less requirement for lateral run-out by installing a specially selected tapered correction plate between the rotor and the hub (Reference Corporate Bulletin Number 01-05-23-001). * We believe this source and their products to be reliable There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. 1. Machine the existing rotors on an approved, well-maintained brake lathe to guarantee smooth, flat, and parallel surfaces. Replace the rotors if they do not meet the minimum thickness specification. DO NOT MACHINE NEW ROTORS. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7998 2. Ensure that all the mating surfaces of the rotor and the hub are clean using the J 42450-A, Wheel Hub Cleaning Kit, to clean around the wheel studs. Use the J 41013, Wheel Hub Resurfacing Kit, to clean the mating surface of the rotor and bearing hub. Mount the new or refinished rotor onto the vehicle hub and secure using Conical Retaining Washers, J 45101-100 and the existing wheel nuts. Do not install the calipers and the wheels at this time. Tighten Tighten the wheel nuts in a star pattern to 140 N.m (100 lb ft) using J 39544, Torque Socket or equivalent. 3. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 12.7 mm (0.5 in) from the rotor's outer edge. 4. Rotate the rotor and measure the total lateral run-out. 5. Based on the measurement taken in the previous step, proceed as indicated below: ^ Lateral run-out LESS than or equal to .040 mm (.0015 in), remove wheel nuts and conical washers and then proceed to Step 11. ^ Lateral run-out GREATER than .040 mm (.0015 in), proceed to the next step. 6. Following procedure below, determine the correct "Brake Align(R)" Correction Plate" that will be required to bring lateral run-out within the specification: 6.1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 7999 6.2. Rotate the rotor and locate the point with the highest dial indicator reading (rotor "high spot"). 6.3. Note the amount and location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. 7. Select the appropriate "Brake Align(R) Correction Plate" required to compensate for the lateral run-out from the plates listed in the chart below. Verify that the plate selected corrects the run-out specification to within .040 mm (.0015 in) or less. 8. Remove the wheel nuts, conical washers and rotor. Important: Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. 9. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. 10. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 6.3. 11. Re-install the calipers and wheels. Important It is critical to follow the procedure below for torquing the wheels. Brake rotors may be distorted if the wheel nuts are tightened with an impact wrench or if this procedure is not followed exactly. Tighten Tighten the wheel nuts to 140 N.m (100 lb ft) with a TORQUE WRENCH following the three step method shown. ^ Hand tighten all 5 wheel nuts using the star pattern (refer to the illustration). ^ Tighten all 5 wheel nuts to approximately 1/2 specification using the star pattern. ^ Tighten all 5 wheel nuts to 140 N.m (100 lb ft) using the star pattern. 12. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor inboard friction surface approximately 12.7 mm (0.5 in) from the rotors's outer edge. 13. Rotate the wheel on the opposite side of the vehicle and confirm that lateral run-out is less than or equal to .040 mm (.0015 in). If run-out is less than or equal to.040 mm (.0015 in), proceed to Step 14. if run-out is greater than .040 mm (.0015 in), remove the wheel and secure the rotor using conical retaining washers J 45101-100 and the existing wheel nuts. Measure run-out following Steps 3 and 4 above to ensure that the right correction plate was selected and properly installed. If run-out is within specification, reinstall the wheel making sure to use the three step tightening procedure in Step 11 and check run-out per Steps 12 and 13. If run-out is still out of specification, index the wheel or install a wheel from another position on the car until the correct run-out specification is achieved Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-23-002B > Mar > 03 > Brakes - Front Disc Brake Pulsation > Page 8000 14. Road test the car to verify the repairs. For vehicles repaired under warranty Brake Align(R) Run-Out Correction Plates should be submitted in Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: ^ Dealer Equipment and Service ^ Brake Align(R) LLC Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 73-50-37 > Jan > 98 > Brakes - Rotor & Hub Flange Cleaning Tool Revision Brake Rotor/Disc: All Technical Service Bulletins Brakes - Rotor & Hub Flange Cleaning Tool Revision File In Section: 5 - Brakes Bulletin No.: 73-50-37 Date: January, 1998 INFORMATION Subject: Revision to J 42450 Tool; Proper Brake Rotor and Hub Flange Surface Cleaning Models: 1998 and Prior Passenger Cars and Light Duty Trucks - with Disc Brakes (Rotor and Hub Separate) This bulletin is being revised to update the following text. This bulletin is being issued to inform the dealer about a revision to tool J 42450 and reinforce the need for proper hub flange and brake rotor mating surface cleaning during service. Tool J 42450 is a cleaning pad arbor and pad system that fits over the wheel stud and cleans the portion of the hub surface that is very difficult to reach with normal rotary cleaning pads. Tool J 42450 is being revised to J 42450-A to improve the hook and loop material retention. Any dealer experiencing problems with tool J 42450 should contact Kent-Moore at 1-800-345-2233 for a revised arbor at no charge. Anytime the brake rotor has been separated from the hub bearing flange or if rotor machining is necessary, the rotor and hub should be marked to maintain the original position. Clean the hub flange of all dirt and foreign material using special tool J 42450 or J 42450-A. Clean both sides of the brake rotor hub using an aggressive (80 grit) abrasive sanding pad on a rotary disc. Properly cleaning the rotor surfaces before rotor machining or reassembly ensures that dirt and corrosion will not add lateral runout to the rotor. Proper cleaning of the hub flange will also minimize the stack-up of lateral runout. On reassembly, the rotor should be reinstalled aligning the marks made on disassembly. Always use a torque wrench or the appropriate Torque Socket found in J 39544-KIT on an impact wrench when installing the wheel and tire assembly. Torque all wheel nuts using the correct sequence and torque. Refer to the Tire and Wheel Sub-Section in the applicable Service Manual. Excessive torque or torque variation between wheel nuts may cause distortion of the hub and rotor mating surface. This distortion may cause lateral runout and lead to brake pulsation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 23-50-05B > Nov > 97 > Brakes - Rotor Warranty Service Procedure Technical Service Bulletin # 23-50-05B Date: 971101 Brakes - Rotor Warranty Service Procedure File In Section: 5 - Brakes Bulletin No.: 23-50-05B Date: November, 1997 INFORMATION Subject: Brake Rotor Warranty Service Procedure Model: 1994-98 GM Passenger Cars This bulletin outlines GM's procedures for brake rotor service for all applicable GM passenger cars and supersedes Corporate Bulletin Number 23-50-05A Section 5 - Brakes). Important: Rotors should only be turned when one or more of the following rotor surface conditions exist: 1. Severe Scoring - depth in excess of 1.5 mm (0.060 in.). 2. Pulsation Concerns from: a. Thickness variation in excess of 0.025 mm (0.001 in.). b. Corrosion on rotor braking surfaces. Rotors are NOT to be resurfaced in an attempt to correct: 1. Noise/squeal. 2. Cosmetic corrosion. 3. Routine pad replacement. 4. Discoloration and/or "hard spots". Explanation of Brake Rotor Warranty Service Procedure Research and testing has determined: 1. Rotor refacing during normal pad replacement is not necessary. 2. Rotor refacing for cosmetic corrosion is unnecessary. Clean-up of braking surfaces can be accomplished by 10-15 moderate stops from 62-75 km/h (35-40 mph) with cooling time between stops. 3. Rotor service is ineffective in correcting BRAKE SQUEAL, and/or PREMATURE LINING WEAR OUT, and should NOT be used to address these conditions. 4. When installing new rotors, DO NOT reface them. 5. Ensure bearing flanges are free of corrosion when installing rotors to prevent inducing lateral runout. Use Kent Moore tool J 42450 to clean the corrosion around the wheel studs. Brake Service Techniques EVERY brake service should include: 1. Clean and lube all metal-to-metal contact points (i.e.; caliper to knuckle, pad to knuckle, etc.). 2. Clean and lube slide pins. 3. Set correct clearances - caliper to knuckle, etc. 4. Clean rotor and hub mounting surfaces. Use Kent Moore tool J 42450 to clean around wheel studs. Pulsation Brake pulsation concerns may result from two basic conditions: 1. Thickness variation. 2. Excessive corrosion. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 23-50-05B > Nov > 97 > Brakes - Rotor Warranty Service Procedure > Page 8009 Rotor thickness variation is the result of uneven rotor wear caused by excessive lateral runout (>0.076 mm; >0.003 in.). Lateral runout can be induced by: 1. Distortion of the braking surface by applying uneven and/or excessive wheel nut torque. (This could be the result of a recent tire change, rotation, etc.). 2. Improperly refacing rotors. Brake Noise Important: SOME BRAKE NOISE IS NORMAL. Brake noise is caused by a "slip stick" type vibration of brake components. Some intermittent brake noise may be normal. Performing 3-4 aggressive stops may temporarily reduce or eliminate most brake squeal. If the noise persists, a brake dampening compound may be applied to the back of each pad. Use Permatex Disc Brake Quiet # 126HB or equivalent. Also, clean and lube all metal-to-metal contact areas between pads, pad guides, caliper and knuckles with a thin layer of high temperature silicone grease. This allows parts to slide freely and not vibrate when moving relative to each other. Rotor Grooving Excessive grooving can be caused by foreign material in contact with the rotor, but most often rotor grooving is the result of normal brake wear. DO NOT RESURFACE ROTORS FOR LIGHT GROOVING. Resurface rotors only when grooves of 1.5 mm (0.060 in.) or deeper are present. A dime may be used to determine disc brake groove depth. Place a dime in the groove, with Roosevelt's head toward the groove. If the dime goes into the groove beyond the top of his head, the groove exceeds 1.5 mm (0.060 in.) and the rotor should be serviced. (In Canada, if any portion of the letters of "In Canada" are covered, the rotor should serviced.) It the groove is too narrow for the dime to be inserted, it is not a cause for concern. High Pedal Effort Follow Service Manual diagnostic procedures for this condition. Service rotors if they have been recently resurfaced. (The surface finish may be out-of-specification). Lightly Rusted Rotors Light surface rust on rotor braking surfaces is often cosmetic and can be eliminated during a few normal driving stops. Rusting may occur when a vehicle is not driven for extended periods. Rotors with surface rust on unsold new cars can usually be burnished clean by performing 15 moderate stops from 62-75 km/h (35-40 mph) with cooling time between stops. Facts About Brake Service ^ Original equipment rotor surfaces are ground to ensure smooth finish and parallelism between mounting and friction surfaces. New rotors should not be resurfaced before installation. ^ Improper tightening of wheel nuts can induce lateral runout (distortion of braking surfaces) which will lead to uneven wear. As high spots are worn down, resulting thickness variation will cause brake pulsation. ^ Ensure wheel bearing flange is clean and free of corrosion before installing new rotors. A new essential tool (Kent Moore tool J 42450) will soon be sent to all dealers. This tool makes it easier to clean corrosion around the wheel studs. ^ Always mark the position of rotor on the hub before removal, and reinstall the rotor in the same position. ^ Rotors with perceived hard spots or discoloration should not be serviced. These conditions are normal. ^ Installation of new rotors does not require pad replacement. Do NOT replace pads unless their condition requires it. ^ It is NOT necessary to replace rotors in pairs. Rotors may be serviced individually. ^ A TORQUE LIMITING SOCKET OR TORQUE WRENCH MUST BE USED to insure that the wheel nuts are tightened to specification. This should be done in 3 steps using the star pattern. 1. Snug the nuts down by hand. 2. Using the star pattern and a torque limiting socket or torque wrench, tighten the wheel nuts to about half the final torque. 3. Tighten the wheel nuts to specification using the star pattern and a torque limiting socket or torque wrench. ^ NEVER use lubricants or penetrating fluids on wheel studs, nuts, or mounting surfaces. Wheel nuts, studs, and mounting surfaces must be clean and dry. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information Brake Rotor/Disc: All Technical Service Bulletins Brakes - Rotor Lateral Runout Correction Information Bulletin No.: 01-05-23-001B Date: January 31, 2008 INFORMATION Subject: Brake Align(R) System for Brake Rotor Lateral Runout Correction Models: 2008 and Prior Passenger Cars Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 01-05-23-001A (Section 05 - Brakes). This bulletin is being issued to update General Motors position on correcting brake rotor lateral runout (Refer to Corporate Bulletin Number 00-05-22-002B for additional brake rotor service procedures). Certain conditions may apply to individual vehicles regarding specific repairs. Refer to those specific repairs in applicable service bulletins. Make sure other possible sources of brake pulsation, such as ABS pedal feedback, have been addressed before checking rotor runout. Anytime a new or refinished rotor is installed on a vehicle, the rotor must have .050 mm (.002 in) or less of lateral runout. This specification is important to prevent comebacks for brake pulsation. Until now, the only acceptable methods to correct brake rotor runout were to index or replace the rotor or to refinish the rotor using an on-vehicle brake lathe. GM has approved a new technology for the correction of lateral runout on new or refinished rotors. This new method is called Brake align(R)*. It will allow the technician to meet the .050 mm (.002 in) or less requirement for lateral runout by installing a specially selected, tapered correction plate between the rotor and the hub. The Brake Align(R) Correction system does NOT require the use of an on-vehicle brake lathe to correct for lateral runout. *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. The Brake Align(R) Starter Kit will include an ample supply of Correction Plates, in various correction sizes, that will cover most current GM passenger car applications. It will also include a Brake Align(R) tool kit containing a dial indicator and retaining washers along with other useful tools. Service Procedure Follow all the procedures referred to in Corporate Bulletin Number 00-05-22-002B. Dealers who have purchased the Brake Align(R) Starter Kit may use the following simplified runout correction procedure: The existing rotors must first be machined on an approved, well-maintained bench lathe to guarantee smooth, flat, and parallel surfaces. Should the rotors require replacement, please note that it is not necessary to machine new rotors. Make sure all the mating surfaces of the rotor and the hub are clean, using the J 42450-A wheel Hub Cleaning Kit. Mount the new or refinished rotor onto the vehicle hub using the retaining washers provided in the kit. Do not reinstall the caliper or wheel at this time. Tighten all the wheel nuts to the proper specification, using J 39544 Torque Socket or the equivalent. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor friction surface approximately 12.7 mm (1/2 in) from the rotors outer edge. Rotate the rotor and observe the total lateral runout. Index the rotor on the hub to achieve the lowest amount of lateral runout. This will require removal and reassembly of the rotor until the lowest total lateral runout reading is obtained. If this reading is .050 mm (.002 in) or less, the assembled rotor is within specification. The brake system may be reassembled. If total lateral runout is greater than .050 mm (.002 in), proceed with determining the correct Brake Align(R) Correction as follows: Rotate the rotor to locate the lowest dial indicator reading and set the dial to zero. Rotate the rotor to determine and locate the highest amount of lateral runout. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information > Page 8015 Note the AMOUNT and LOCATION of the "high spot" on the rotor and mark the closest wheel stud relative to this location. Remove the rotor. Select the appropriate Brake Align(R) Runout Correction Plate for this vehicle using the Application Chart. Make sure the selection corrects the amount of runout that was diagnosed. Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and the rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 7. The rotor should then be secured onto the hub and tightened to the proper specification. The rotor should be dial indicated once more to assure that the rotor is now within specification. The brake system is now ready for the remaining service and assembly. Once the caliper has been installed, check to ensure that the rotor rotates freely. Parts Information Brake Align(R) Runout Correction Plates are available through the suppliers shown. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information > Page 8016 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information > Page 8017 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information > Page 8018 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 > Brakes - Rotor Lateral Runout Correction Information > Page 8019 Brake Align Order Form Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 73-50-37 > Jan > 98 > Brakes - Rotor & Hub Flange Cleaning Tool Revision Brake Rotor/Disc: All Technical Service Bulletins Brakes - Rotor & Hub Flange Cleaning Tool Revision File In Section: 5 - Brakes Bulletin No.: 73-50-37 Date: January, 1998 INFORMATION Subject: Revision to J 42450 Tool; Proper Brake Rotor and Hub Flange Surface Cleaning Models: 1998 and Prior Passenger Cars and Light Duty Trucks - with Disc Brakes (Rotor and Hub Separate) This bulletin is being revised to update the following text. This bulletin is being issued to inform the dealer about a revision to tool J 42450 and reinforce the need for proper hub flange and brake rotor mating surface cleaning during service. Tool J 42450 is a cleaning pad arbor and pad system that fits over the wheel stud and cleans the portion of the hub surface that is very difficult to reach with normal rotary cleaning pads. Tool J 42450 is being revised to J 42450-A to improve the hook and loop material retention. Any dealer experiencing problems with tool J 42450 should contact Kent-Moore at 1-800-345-2233 for a revised arbor at no charge. Anytime the brake rotor has been separated from the hub bearing flange or if rotor machining is necessary, the rotor and hub should be marked to maintain the original position. Clean the hub flange of all dirt and foreign material using special tool J 42450 or J 42450-A. Clean both sides of the brake rotor hub using an aggressive (80 grit) abrasive sanding pad on a rotary disc. Properly cleaning the rotor surfaces before rotor machining or reassembly ensures that dirt and corrosion will not add lateral runout to the rotor. Proper cleaning of the hub flange will also minimize the stack-up of lateral runout. On reassembly, the rotor should be reinstalled aligning the marks made on disassembly. Always use a torque wrench or the appropriate Torque Socket found in J 39544-KIT on an impact wrench when installing the wheel and tire assembly. Torque all wheel nuts using the correct sequence and torque. Refer to the Tire and Wheel Sub-Section in the applicable Service Manual. Excessive torque or torque variation between wheel nuts may cause distortion of the hub and rotor mating surface. This distortion may cause lateral runout and lead to brake pulsation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 23-50-05B > Nov > 97 > Brakes - Rotor Warranty Service Procedure Technical Service Bulletin # 23-50-05B Date: 971101 Brakes - Rotor Warranty Service Procedure File In Section: 5 - Brakes Bulletin No.: 23-50-05B Date: November, 1997 INFORMATION Subject: Brake Rotor Warranty Service Procedure Model: 1994-98 GM Passenger Cars This bulletin outlines GM's procedures for brake rotor service for all applicable GM passenger cars and supersedes Corporate Bulletin Number 23-50-05A Section 5 - Brakes). Important: Rotors should only be turned when one or more of the following rotor surface conditions exist: 1. Severe Scoring - depth in excess of 1.5 mm (0.060 in.). 2. Pulsation Concerns from: a. Thickness variation in excess of 0.025 mm (0.001 in.). b. Corrosion on rotor braking surfaces. Rotors are NOT to be resurfaced in an attempt to correct: 1. Noise/squeal. 2. Cosmetic corrosion. 3. Routine pad replacement. 4. Discoloration and/or "hard spots". Explanation of Brake Rotor Warranty Service Procedure Research and testing has determined: 1. Rotor refacing during normal pad replacement is not necessary. 2. Rotor refacing for cosmetic corrosion is unnecessary. Clean-up of braking surfaces can be accomplished by 10-15 moderate stops from 62-75 km/h (35-40 mph) with cooling time between stops. 3. Rotor service is ineffective in correcting BRAKE SQUEAL, and/or PREMATURE LINING WEAR OUT, and should NOT be used to address these conditions. 4. When installing new rotors, DO NOT reface them. 5. Ensure bearing flanges are free of corrosion when installing rotors to prevent inducing lateral runout. Use Kent Moore tool J 42450 to clean the corrosion around the wheel studs. Brake Service Techniques EVERY brake service should include: 1. Clean and lube all metal-to-metal contact points (i.e.; caliper to knuckle, pad to knuckle, etc.). 2. Clean and lube slide pins. 3. Set correct clearances - caliper to knuckle, etc. 4. Clean rotor and hub mounting surfaces. Use Kent Moore tool J 42450 to clean around wheel studs. Pulsation Brake pulsation concerns may result from two basic conditions: 1. Thickness variation. 2. Excessive corrosion. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 23-50-05B > Nov > 97 > Brakes - Rotor Warranty Service Procedure > Page 8028 Rotor thickness variation is the result of uneven rotor wear caused by excessive lateral runout (>0.076 mm; >0.003 in.). Lateral runout can be induced by: 1. Distortion of the braking surface by applying uneven and/or excessive wheel nut torque. (This could be the result of a recent tire change, rotation, etc.). 2. Improperly refacing rotors. Brake Noise Important: SOME BRAKE NOISE IS NORMAL. Brake noise is caused by a "slip stick" type vibration of brake components. Some intermittent brake noise may be normal. Performing 3-4 aggressive stops may temporarily reduce or eliminate most brake squeal. If the noise persists, a brake dampening compound may be applied to the back of each pad. Use Permatex Disc Brake Quiet # 126HB or equivalent. Also, clean and lube all metal-to-metal contact areas between pads, pad guides, caliper and knuckles with a thin layer of high temperature silicone grease. This allows parts to slide freely and not vibrate when moving relative to each other. Rotor Grooving Excessive grooving can be caused by foreign material in contact with the rotor, but most often rotor grooving is the result of normal brake wear. DO NOT RESURFACE ROTORS FOR LIGHT GROOVING. Resurface rotors only when grooves of 1.5 mm (0.060 in.) or deeper are present. A dime may be used to determine disc brake groove depth. Place a dime in the groove, with Roosevelt's head toward the groove. If the dime goes into the groove beyond the top of his head, the groove exceeds 1.5 mm (0.060 in.) and the rotor should be serviced. (In Canada, if any portion of the letters of "In Canada" are covered, the rotor should serviced.) It the groove is too narrow for the dime to be inserted, it is not a cause for concern. High Pedal Effort Follow Service Manual diagnostic procedures for this condition. Service rotors if they have been recently resurfaced. (The surface finish may be out-of-specification). Lightly Rusted Rotors Light surface rust on rotor braking surfaces is often cosmetic and can be eliminated during a few normal driving stops. Rusting may occur when a vehicle is not driven for extended periods. Rotors with surface rust on unsold new cars can usually be burnished clean by performing 15 moderate stops from 62-75 km/h (35-40 mph) with cooling time between stops. Facts About Brake Service ^ Original equipment rotor surfaces are ground to ensure smooth finish and parallelism between mounting and friction surfaces. New rotors should not be resurfaced before installation. ^ Improper tightening of wheel nuts can induce lateral runout (distortion of braking surfaces) which will lead to uneven wear. As high spots are worn down, resulting thickness variation will cause brake pulsation. ^ Ensure wheel bearing flange is clean and free of corrosion before installing new rotors. A new essential tool (Kent Moore tool J 42450) will soon be sent to all dealers. This tool makes it easier to clean corrosion around the wheel studs. ^ Always mark the position of rotor on the hub before removal, and reinstall the rotor in the same position. ^ Rotors with perceived hard spots or discoloration should not be serviced. These conditions are normal. ^ Installation of new rotors does not require pad replacement. Do NOT replace pads unless their condition requires it. ^ It is NOT necessary to replace rotors in pairs. Rotors may be serviced individually. ^ A TORQUE LIMITING SOCKET OR TORQUE WRENCH MUST BE USED to insure that the wheel nuts are tightened to specification. This should be done in 3 steps using the star pattern. 1. Snug the nuts down by hand. 2. Using the star pattern and a torque limiting socket or torque wrench, tighten the wheel nuts to about half the final torque. 3. Tighten the wheel nuts to specification using the star pattern and a torque limiting socket or torque wrench. ^ NEVER use lubricants or penetrating fluids on wheel studs, nuts, or mounting surfaces. Wheel nuts, studs, and mounting surfaces must be clean and dry. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Specifications > Front Brake Rotor/Disc: Specifications Rotor Diameter 10.944 in Lateral Runout 0.0015 in Thickness Variation 0.001 in Rotor Thickness New 1.031 in Minimum Thickness After Refinish 0.980 in Discard Thickness 0.972 in All brake rotors have a discard dimension cast into them. Replace any rotor that does not meet this specification. After refinishing the rotor, replace any rotor that does not meet the maximum diameter or minimum thickness after refinish specification. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Specifications > Front > Page 8031 Brake Rotor/Disc: Specifications Rotor Diameter 10.944 in Lateral Runout 0.0015 in Thickness Variation 0.001 in Rotor Thickness New 0.433 in Minimum Thickness After Refinish 0.388 in Discard Thickness 0.354 in All brake rotors have a discard dimension cast into them. Replace any rotor that does not meet this specification. After refinishing the rotor, replace any rotor that does not meet the maximum diameter or minimum thickness after refinish specification. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Testing and Inspection > Rotor Tolerance and Surface Finish Brake Rotor/Disc: Testing and Inspection Rotor Tolerance and Surface Finish In manufacturing the brake rotor, tolerances of the braking surfaces for flatness, parallelism and lateral runout are closely held. The maintenance of close tolerances on the shape of the braking surfaces is necessary to prevent brake roughness or pulsation. In addition to these tolerances, the surface finish must be held to a specific range. This range is 50 Ra roughness or less. The control of the braking surface finish is necessary to avoid problems of hard pedal apply, excessive brake fade, pulls and erratic performance. In addition, control of the surface finish can improve lining life. Light scoring of the rotor surfaces not exceeding 1.5 mm (0.06 inches) in depth, which may result from normal use, is not detrimental to brake operation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Testing and Inspection > Rotor Tolerance and Surface Finish > Page 8034 Brake Rotor/Disc: Testing and Inspection Thickness Variation Check Check thickness variation by measuring the rotor thickness at four or more points around the circumference of the rotor. Use a micrometer calibrated in ten-thousands of an inch. Make all measurements at the same distance in from the edge of the rotor. A rotor that varies in thickness by more than 0.013 mm (0.0005 inches) can cause pedal pulsation and/or front end vibration during brake applications. A rotor that does not meet these specifications should be refinished to specifications or replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Testing and Inspection > Rotor Tolerance and Surface Finish > Page 8035 Brake Rotor/Disc: Testing and Inspection Lateral Runout Check The best way to check lateral runout is with the wheels still installed on the vehicle. This gives a much more accurate reading of the Total Indicated Runout (TIR) under real braking conditions. If equipment is not available to perform the check with the wheels installed, the next best reading can be made with the wheels removed but with the caliper still installed. 1. Clean rotor surface. NOTE: If the wheel must be removed, re-install the wheel nuts to retain the rotor. Tighten the wheel nuts to the correct tightening specification following the wheel nut tightening sequence. Refer to Wheel Installation in Tires and Wheels. 2. Fasten a dial indicator to the steering knuckle so that the indicator button contacts the rotor surface about 13 mm (0.5 inches) from the outer edge. 3. Set the dial indicator to zero. 4. Turn the wheel one complete revolution and observe the runout indicated on the dial. The TIR must not exceed 0.08 mm (0.003 inches). In some cases, excessive lateral runout of the rotor can be improved by indexing the rotor on the hub one or two bolt positions from the original position. If the lateral runout cannot be corrected by indexing the rotor, check the hub and bearing assembly for excessive lateral runout or looseness. If the hub and bearing assembly lateral runout exceeds 0.040 mm (0.0015 inches), then replace the hub and bearing assembly. If lateral runout is within specifications then refinish or replace the rotor as necessary. NOTE: Whenever the brake rotor has been separated from the wheel bearing flange, clean any rust or foreign material from the mating surface of the wheel bearing flange and rotor. Failure to do this may result in increased lateral runout of the rotor and brake pulsation. 5. If lateral runout exceeds the amount specified in step 4, refinish or replace the rotor. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Service and Repair > Refinishing Precaution Brake Rotor/Disc: Service and Repair Refinishing Precaution NOTE: DO NOT refinish brake rotors when performing routine brake maintenance such as replacing worn disc brake pads. Refinish a rotor only under the following circumstances: - There is a complaint of brake pulsation. - There are heat spots or excessive scoring. All brake rotors have a minimum thickness dimension cast into them. This dimension is the minimum wear dimension and not a refinish dimension. Do not use a brake rotor that will not meet the Specifications. A rotor which has been refinished too thin will not have proper heat transfer capabilities; replace it with a new brace rotor. Accurate control for the rotor tolerances is necessary for proper performance of the disc brakes. Machining of rotors should be done only with precision equipment. The equipment should be serviced on a regular basis following the manufacturer's recommended maintenance procedure. When refinishing rotors, the attaching adapters, tool holders, vibration dampeners, and tool bits must be in good condition. Always use sharp cutting tools or bits and use only replacement cutting bits recommended by the equipment manufacturer. Dull or worn tools leave a poor surface finish which will affect initial braking performance. Vibration dampening attachments should always be used when refinishing braking surfaces. These attachments eliminate tool chatter and will result in a better surface finish. Make sure adapters are clean and free of nicks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Service and Repair > Refinishing Precaution > Page 8038 Brake Rotor/Disc: Service and Repair Replacement When installing new brake rotors, do not refinish the surfaces as these parts are at the correct level of surface finish. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Service and Repair > Refinishing Precaution > Page 8039 Brake Rotor/Disc: Service and Repair On-Vehicle Refinishing In the cases where rotors are being refinished to correct a problem with brake pulsation, it is recommended that an On-Vehicle brake lathe be used to achieve best results. Follow the lathe manufacturer's recommended specifications and procedure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Service and Repair > Refinishing Precaution > Page 8040 Brake Rotor/Disc: Service and Repair Off-Vehicle Refinishing Lathe Manufacturer's Recommended Specifications And Procedure Refer to chart showing two recommended procedures that achieve adequate results using two different vendor's off-vehicle drum/disc brake lathes (If any other vendor's lathe is used, follow that vendor's recommended procedure). It is very important that the rotor surface be made non-directional by dressing the rotor surfaces with a sanding disc power tool such as Ammco 8350 Safe Swirl Disc Rotor Grinder, or equivalent, using 120 grit aluminum oxide sandpaper. Sand each rotor surface with moderate pressure for a minimum of 60 seconds. An alternate method is to use a sanding block with 150 grit aluminum oxide sandpaper. With the rotor turning approximately 150 RPM, sand each rotor finish for a minimum of 60 seconds using moderate pressure. After the rotor has been sanded, clean each surface with denatured alcohol or suitable brake cleaner. The finish rotor surface should be as close to that of a new rotor as possible. Failure to obtain the best possible rotor finish may affect initial braking performance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Service and Repair > Refinishing Precaution > Page 8041 Brake Rotor/Disc: Service and Repair Burnishing After brake pads have been replaced and/or rotors have been refinished, it is recommended that the new braking surface be broken in, or burnished. This can be accomplished by making 20 stops from 30 mph, using medium to firm pedal pressure with a minimum of 15 seconds between stops. Take care to avoid overheating the brakes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Backing Plate > Component Information > Service and Repair Backing Plate: Service and Repair NOTE: Raise vehicle and suitably support. REMOVE OR DISCONNECT 1. Brake components. See: Brake Drum/Service and Repair 2. Wheel cylinder. See: Wheel Cylinder/Service and Repair 3. Inlet tube. 4. Bolts from wheel cylinder. 5. Parking brake cable from backing plate. 6. Hub and bearing assembly bolts. 7. Backing plate. INSTALL OR CONNECT 1. Bolts to wheel cylinder. Tighten Wheel cylinder bolts to 20 Nm (15 ft. lbs.). 2. Backing plate to axle assembly. 3. Hub and bearing assembly with bolts. 4. Parking brake cable to backing plate. 5. Inlet tube. Tighten Inlet tube nut to 23 Nm (17 ft. lbs.). 6. Brake components. - Bleed the brake system. See: Hydraulic System/Service and Repair - Lower vehicle. - Adjust Rear brake assembly See: Brake Drum/Adjustments - Adjust Parking brake. See: Parking Brake System/Adjustments Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Specifications Brake Drum: Specifications Discard Diameter 8.909 in All brake drums have a discard dimension cast into them. Replace any drum that does not meet this specification. After refinishing the drum, replace any drum that does not meet the maximum diameter or minimum thickness after refinish specification. Inside Diameter 8.868 in Maximum Diameter After Refinish 8.889 in Runout 0.004 in Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Description and Operation > Replacing Brake Drum: Description and Operation Replacing DESCRIPTION When installing new brake drums do not refinish the braking surface as these parts are at the correct level of surface finish. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Description and Operation > Replacing > Page 8051 Brake Drum: Description and Operation Refinishing DESCRIPTION If a drum must be refinished, remove only enough metal to obtain a true, smooth braking surface. If a drum does not clean-up when refinished to a maximum re-bore diameter specifications replace it. Removal of more metal will affect heat dissipation and may cause drum distortion. All brake drums have a maximum diameter cast into them. This diameter is the maximum wear diameter and not a finish diameter. OPERATION When refinishing a brake drum, resurface the drum to no more than a dimension of 0.76 mm (0.030 inches) less than the discard diameter. The refinish diameter is the maximum diameter the brake drum may be refinished to and still allow safe braking action. If this dimension is exceeded, the brake drum will wear beyond the discard diameter during normal brake wear. Always use sharp cutting tools or bits. Dull or worn tools leave a poor surface finish which will affect initial braking performance. Always use vibration dampening attachments when refinishing braking surfaces. These attachments eliminate tool chatter so a better finish can be obtained. The optimum speed for refinishing braking surfaces is a spindle speed of 150 rpm. Crossfeed for rough cutting should range from 0.15-0.25 mm (0.006-0.010 inches) per revolution. Finish cuts should be made at crossfeeds no greater than 0.05 mm (0.002 inches) per revolution. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Description and Operation > Page 8052 Brake Drum: Adjustments 1. Raise vehicle and suitably support. 2. Remove tire and wheel assembly. Mark relationship of wheel to axle flange to insure proper balance upon reassembly. 3. Remove brake drum. Mark relationship of drum to axle flange to insure proper balance upon reassembly. 4. Measure drum inside diameter (ID) using J 21177-A. 5. Turning star wheel, adjust shoe and lining diameter to be 0.76 mm (0.030 inches) less than inside drum diameter for each rear wheel. 6. Install drums and wheels, aligning previous marks. 7. Lower vehicle. 8. Tighten wheel nuts. 9. Apply the brake pedal 30-35 times, waiting a second between each application, to self adjust the drum to shoe clearance. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Service and Repair > Replacing Drum and Components Brake Drum: Service and Repair Replacing Drum and Components NOTE: When installing new brake drums do not refinish the braking surface as these parts are at the correct level of surface finish. REMOVE OR DISCONNECT NOTE: Raise vehicle and suitably support. Mark relationship of wheel to axle flange to insure proper wheel balance upon assembly. Mark relationship of brake drum to axle flange to insure proper wheel balance upon assembly. 1. Tire and wheel assembly. Leading Trailing Drum Brake Assembly 2. Brake drum. If difficulty is encountered in removing the brake drum, the following steps may be of assistance. Make sure parking brake is released. Back off parking brake cable adjustment. Use a rubber mallet to tap gently on outer rim of the drum and/or around inner drum diameter by spindle. Take care not to deform the drum by use of excessive force. Using a screwdriver through the inspection hole, push the parking brake Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Service and Repair > Replacing Drum and Components > Page 8055 lever arm off its' stop. 3. Top spring using J 38400. 4. Retractor spring using J 38400. 5. Parking brake equalization lever. 6. Shoe and lining assemblies after disconnection parking brake cable. 7. Adjusting screw assembly. If any parts are of doubtful strength or quality due to discoloration from heat, over-stress, or worn, the parts should be replaced. Before reinstalling adjusting screw assembly it must be disassembled, thoroughly cleaned and lubricated. Clean adjusting screw threads with a wire brush. Wash all components in clean denatured alcohol. Apply brake lubricant GM P/N 1052196 (or equivalent) to the adjusting screw threads, inside diameter of socket and socket face. Adequate lubrication is achieved when a continuous bead of lubricant is at open end of pivot nut and socket when threads are fully engaged. Lubricate 6 pads on backing plate where brake shoes contact backing plate. Inspect Threads of adjusting screw for smooth rotation over full length. INSTALL OR CONNECT 1. Adjusting screw assembly. 2. Shoe and lining assemblies after connecting the parking brake cable. 3. Parking brake equalization lever. 4. Retractor spring using J 38400. 5. Top spring using J 38400. Adjust Brakes. See: Adjustments Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Service and Repair > Replacing Drum and Components > Page 8056 6. Brake drum. 7. Tire and wheel assembly, aligning previous marks. 8. Lower vehicle. Adjust Parking brake. See: Parking Brake System/Adjustments Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Service and Repair > Replacing Drum and Components > Page 8057 Brake Drum: Service and Repair Balance During manufacture, weights are used to balance brake drums. Do not remove these weights. When having a problem with wheel balancing, especially after drums have been refinished, check the drums for balance. They can be checked on most off-vehicle balancers. If found to be out of balance, replace the drum. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Shoe > Component Information > Specifications Brake Shoe: Specifications Replace the rear brake shoes when the thickness is worn to within 0.76 mm (0.030 inch) of the shoe or rivet head. Always replace the rear brake shoes as a complete axle set. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Wheel Cylinder > Component Information > Technical Service Bulletins > Brakes - Wheel Cylinder Inspection Guidelines Wheel Cylinder: Technical Service Bulletins Brakes - Wheel Cylinder Inspection Guidelines Bulletin No.: 03-05-24-001A Date: March 21, 2005 INFORMATION Subject: Service Information Regarding Rear Brake Drum Wheel Cylinder Inspections Models: 2005 and Prior GM Passenger Cars and Trucks 2005 and Prior Saturn Vehicles with Rear Drum Brakes Supercede: This bulletin is being revised add model years and include all GM vehicles. Please discard Corporate Bulletin Number 03-05-24-001 (Section 03 - Suspension). This bulletin provides information on proper inspection of rear drum brake wheel cylinders. Important: It is not recommended that dust boots be removed during inspection processes as dirt and debris could contaminate the wheel cylinder bore causing premature wear of the wheel cylinder. In addition, most bores should look damp and some lubricant may drip out from under the boot as a result of lubricant being present. All rear drum brake wheel cylinders are assembled with a lubricant to aid in assembly, provide an anti-corrosion coating to the cylinder bore, and lubricate internal rubber components. As a result of this lubrication process, it is not uncommon for some amount of lubricant to accumulate at the ends of the cylinder under the dust boot. Over time, the lubricant may work its way to the outside of the boot and cause an area of the boot to look damp. Evidence of a damp area on the boot does not indicate a leak in the cylinder. However, if there is excessive wetness (i.e. drips) coming from the boot area of the wheel cylinder, it could indicate a brake hydraulic fluid leak requiring wheel cylinder replacement. (Refer to the Wheel Cylinder Replacement procedures in the appropriate Service Manual.) Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Wheel Cylinder > Component Information > Technical Service Bulletins > Page 8065 Wheel Cylinder: Specifications Bore Diameter 0.87 in Bleeder Screw 62 in.lb Inlet Tube Nut 17 ft.lb Wheel Cylinder to Backing Plate 15 ft.lb Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Wheel Cylinder > Component Information > Service and Repair > Replacement Wheel Cylinder: Service and Repair Replacement NOTE: Raise vehicle and suitably support. Clean Dirt and foreign material around wheel cylinder assembly inlet and pilot. REMOVE OR DISCONNECT 1. Tire and Wheel Assembly. 2. Inlet tube nut and line. Plug opening in line to prevent fluid loss and contamination. Leading Trailing Drum Brake Assembly 3. Brake drum and Components. Do not let backing plate hang from parking brake cable. Damage may occur. 4. Wheel cylinder bolts. 5. Wheel cylinder. INSTALL OR CONNECT 1. Wheel cylinder bolts. Tighten Wheel cylinder bolts to 20 Nm (15 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Wheel Cylinder > Component Information > Service and Repair > Replacement > Page 8068 2. Brake drum and Components. 3. Inlet tube line and nut. 4. Tire and Wheel Assembly. Tighten Inlet tube nut to 23 Nm (17 ft. lbs.). 5. Bleed wheel cylinder. See: Hydraulic System/Service and Repair 6. Bleed brake system. See: Hydraulic System/Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Wheel Cylinder > Component Information > Service and Repair > Replacement > Page 8069 Wheel Cylinder: Service and Repair Overhaul NOTE: Remove wheel cylinder from vehicle. DISASSEMBLE 1. Boots. 2. Pistons and seals. 3. Spring assembly. 4. Bleeder valve. Inspect Cylinder bore and pistons for scoring, nicks, corrosion and wear. Use crocus cloth to polish out light corrosion. Replace wheel cylinder assembly if bore will not clean up with crocus cloth. Clean All parts in clean denatured alcohol. Dry parts with unlubricated compressed air. Lubricate new seals with clean brake fluid. ASSEMBLE 1. Bleeder valve. Tighten Bleeder valve to 7 Nm (62 inch lbs.). 2. Spring assembly. 3. Seals, pistons and boots. 4. Install wheel cylinder to vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System Information > Service and Repair > System Flushing Brake Bleeding: Service and Repair System Flushing Manual NOTE: In the following steps, use a suitable container and/or shop rags to catch fluid and prevent it from contacting any painted surfaces. Clean Fluid reservoir cover and surrounding area. REMOVE OR DISCONNECT 1. Fluid reservoir cover. 2. Any remaining brake fluid in reservoir. 3. Refill reservoir with clean DOT 3 brake fluid to proper level. INSTALL OR CONNECT 1. Fluid reservoir cover. 2. Flush hydraulic modulator as follows: a. Attach a clear plastic bleeder hose to rearward bleeder valve on the hydraulic modulator and place the other end of hose in a container to collect draining brake fluid. Do not submerge hose end into fluid. b. Slowly open rearward bleeder valve one half to one full turn. c. Depress brake pedal until fluid begins to flow. d. Close valve and release brake pedal. Repeat above steps until clean brake fluid flows or at least 118 ml (4 ounces) of fluid is accumulated. e. Repeat above procedure for the forward bleeder valve until clean brake fluid flows or at least 118 ml (4 ounces) of brake fluid is accumulated. Tighten Hydraulic modulator bleeder valves to 9 Nm (80 inch lbs.). Inspect Fluid level in reservoir and fill to correct level if necessary. 3. Fluid reservoir cover. 4. Raise vehicle and suitably support 5. Flush wheel brakes in sequence shown above. Flush sequence: - Right rear. - Left rear. - Right front. - Left front. a. Attach bleeder hose to bleeder valve at each wheel and place the other end into a container to collect draining brake fluid. Do not submerge hose end in fluid. b. Open bleeder valve. c. Slowly depress brake pedal. d. Close valve and slowly release brake pedal. e. Repeat above procedure until clean brake fluid flows or at least 235 ml (8 ounces) of fluid is accumulated. 6. Repeat Step 5 on left rear brake. 7. Repeat Step 5 on right front brake. 8. Repeat Step 5 on left front brake. 9. Lower vehicle. 10. Replace all rubber components listed under Flushing Procedure. 11. Repeat flushing procedure one more time. Inspect Fluid level in reservoir and fill to correct level if necessary. 12. Fluid reservoir cap. 13. Bleed the entire brake hydraulic system. Pressure NOTE: If any brake component is repaired or replaced such that air is allowed to enter the brake system, the entire bleeding procedure MUST be followed. NOTE: Prior to bleeding the brakes, the front and rear displacement cylinder pistons must be returned to the topmost position. The preferred method uses a Scan Tool to perform the rehoming procedure. If a Scan Tool is not available, the second procedure may be used, but it is extremely important that the procedure be followed exactly as outlined. NOTE: Pressure bleeding equipment can be used to perform the flush procedure. The pressure bleeding equipment used for flushing must be of the diaphragm type. It must have a rubber diaphragm between the air supply and the brake fluid to prevent air, moisture, and other contaminants from entering the hydraulic system. Clean Fluid reservoir cover and surrounding area. REMOVE OR DISCONNECT 1. Fluid reservoir cover. 2. Any remaining brake fluid in reservoir. 3. Refill reservoir with clean DOT 3 brake fluid to proper level. INSTALL OR CONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System Information > Service and Repair > System Flushing > Page 8075 1. Bleeder adapter J 35589 to brake fluid reservoir. 2. Bleeder adapter to pressure bleeding equipment. Adjust Pressure bleeding equipment to 35-70 kPa (5-10 psi) and wait for approximately 30 seconds to ensure there is no leakage. Pressure bleed equipment to 205-240 kPa (30-35 psi). 3. Proceed as follows with pressure bleeding equipment connected and pressurized: 4. Attach a clear plastic hose to the rearward bleeder valve on the hydraulic modulator. Place the other end of the hose in a container to collect draining brake fluid. Do not submerge hose end into fluid. 5. Slowly open bleeder valve and allow fluid to flow until clean brake fluid flows or until at least 118 ml (4 ounces) of fluid is accumulated. 6. Close valve. 7. Repeat above procedure for the forward bleeder valve until clean brake fluid flows or until at least 118 ml (4 ounces) of fluid is accumulated. Tighten Hydraulic modulator bleeder valve to 9 Nm (80 inch lbs.). 8. Raise vehicle and suitably support. 9. Flush wheel brakes in sequence. Flush sequence: - Right rear. - Left rear. - Right front. - Left front a. Attach bleeder hose to bleeder valve at each wheel and place the other end into a container to collect draining brake fluid. Do not submerge hose end in fluid. b. Slowly open bleeder valve and allow fluid to flow. c. Close valve when clean brake fluid begins to flow or at least 235 ml (8 ounces) of fluid is accumulated. 10. Repeat Step 9 on left rear wheel brake. 11. Repeat Step 9 on right front wheel brake. 12. Repeat Step 9 on left front wheel brake. 13. Lower vehicle. 14. Remove bleeder adapter. 15. Replace all rubber components listed under Flushing Procedure. 16. Repeat flushing procedure one more time. Inspect Fluid level in reservoir and fill to correct level if necessary. 17. Fluid reservoir cap. 18. Bleed the entire brake hydraulic system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System Information > Service and Repair > System Flushing > Page 8076 Brake Bleeding: Service and Repair System Bleeding Manual NOTE: Use only DOT 3 brake fluid from a clean, sealed container. Do not use fluid from an open container that may be contaminated with water. Do not use DOT 5 brake fluid. NOTE: In the following steps, use a suitable container and/or shop cloths to catch fluid and prevent it from contacting any painted surfaces. Clean Fluid reservoir cover and surrounding area. Inspect Fluid level in reservoir and fill to the correct level if necessary. INSTALL OR CONNECT 1. Fluid reservoir cover. 2. Prime hydraulic modulator/master cylinder assembly. a. Attach bleeder hose to rearward bleeder valve and submerge opposite hose end in clean container partially filled with brake fluid. b. Slowly open rearward bleeder valve 1/2 to 3/4 turns. c. Depress brake pedal and hold until fluid begins to flow. d. Close valve and release brake pedal. Repeat Step 1 until no air bubbles are present. e. Repeat Steps 2b through 2d until fluids begins to flow. f. Relocate the bleeder hose to the forward hydraulic modulator bleeder valve and repeat Steps 2a through 2e. Once fluid is seems to flow from both modulator bleeder valves, the hydraulic modulator/master cylinder assembly is sufficiently full of fluid. However, it may not be completely purged of air. At this point move to the wheel brakes and bleed them. This ensures that the lowest points in the system are completely free of air and then the hydraulic modulator/master cylinder assembly can be purged of any remaining air. REMOVE OR DISCONNECT 1. Fluid reservoir cover. Inspect Fluid level in reservoir and fill to the correct level if necessary. INSTALL OR CONNECT 1. Fluid reservoir cover. 2. Raise vehicle and suitably support. 3. Proceed as follows to bleed wheel brakes in sequence shown. Bleed sequence: - Right rear. - Left rear. - Right front. - Left front. a. Attach a clear bleeder hose to bleeder valve at wheel and submerge opposite hose in clean container partially filled with brake fluid. b. Open bleeder valve. c. Slowly depress brake pedal. d. Close valve and slowly release brake pedal. e. Wait 5 seconds. f. Repeat Steps 3a through 3e until the brake pedal feels firm at half travel and no air bubbles are observed in the bleeder hose. To assist in freeing entrapped air, tap lightly on the caliper or braking plate 4. Repeat Step 3 on left rear wheel brake. 5. Repeat Step 3 on right front wheel brake. 6. Repeat Step 3 on left front wheel brake. 7. Lower vehicle. REMOVE OR DISCONNECT 1. Fluid reservoir cover. Inspect Fluid level in reservoir and fill to the correct level if necessary. Pressure NOTE: Pressure bleeding equipment must be of the diaphragm type. It must hive a rubber diaphragm between the air supply and the brake fluid to prevent air, moisture and other contaminants from entering the hydraulic system. Clean Fluid reservoir cover and surrounding area. Inspect Fluid to be at proper level. Add clean brake fluid as required. INSTALL OR CONNECT 1. Bleeder adapter J 35589 to brake fluid reservoir. 2. Bleeder adapter to pressure bleeding equipment. 3. Clear plastic bleeder hose to rearward bleeder valve. Submerge other end of bleeder hose in clean container partially filled with brake fluid. Adjust Pressure bleed equipment to 35-70 kPa (5-10 psi) and wait for approximately 30 seconds to insure there is no leakage. Pressure bleed equipment to 205-240 kPa (30-35 psi). 4. Proceed as follows with pressure bleeding equipment connected and pressurized. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System Information > Service and Repair > System Flushing > Page 8077 a. With bleeder hose connected to rearward bleeder valve on hydraulic modulator, slowly open bleeder valve and allow fluid to flow until no air is seen in fluid. b. Close valve when fluid flows without any air bubbles. Reopen and repeat until no air bubbles exist. c. Relocate bleeder hose on the forward bleeder valve on the hydraulic modulator and repeat Steps 3 through 4b. Tighten Hydraulic modulator bleeder valve to 9 Nm (80 inch lbs.). NOTE: Use a shop cloth to catch escaping brake fluid. Take care to prevent fluid from running down motor pack and into the bottom or electrical connector. A bleeder hose is not used to bleed brake pipe connections. 5. Proceed to bleed the hydraulic modulator brake pipe connections as follows with pressure bleeding equipment connected and pressurized. a. Slowly open forward brake pipe tube nut on hydraulic modulator and check for air in escaping fluid. b. When air flow ceases, immediately tighten tube nut. Tighten Tube nut to 23 Nm (17 ft. lbs.). c. Repeat Steps 5a and 5b for remaining three brake pipe connections, moving from front to rear. 6. Raise vehicle and suitably support. 7. Proceed as follows to bleed wheel brakes in sequence. Bleed sequence: - Right rear. - Left rear. - Right front. - Left front. a. Attach bleeder hose to bleeder valve and submerge opposite hose end in clean container partially filled with brake fluid. b. Slowly open bleeder valve and allow fluid to flow. c. Close valve when fluid begins to flow without any air bubbles. Tap lightly with a rubber mallet to dislodge any trapped air bubbles. 8. Repeat above sequence on left rear wheel brake. 9. Repeat above sequence on front wheel brakes. 10. Lower vehicle. 11. Remove bleeder adapter J 35589. 12. Check fluid level in reservoir and fill to the correct level using clean brake fluid, if necessary. 13. Install fluid reservoir cover and diaphragm assembly. Inspect With the ignition switch in the "RUN" position, apply brake pedal with moderate force and hold. Note pedal travel and feel. If pedal feels firm and constant and pedal travel is not excessive, start the engine. With the engine running, re-check the pedal travel. If it's still firm and constant and pedal travel is not excessive, go to Step 13. If pedal feels soft or has excessive travel either initially or after engine start. Use the Scan Tool, "Release" then "Apply" the motors 2 to 3 times and cycle the solenoids 5 to 10 times. Be sure to "Apply" the front and rear motors to ensure the pistons are in the upmost position. Now repeat bleeding procedure. 14. Road test the vehicle. Make several normal (non-ABS) stops from a moderate speed to ensure proper brake system function. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Specifications Brake Caliper: Specifications Caliper Bleeding Screw 115 in.lb Caliper Bracket to Knuckle Bolts 85 ft.lb Caliper Guide Pin Bolts 23 ft.lb Caliper Inlet Fitting 37 ft.lb Caliper Mounting Bolt to Caliper Bracket 23 ft.lb Caliper Bore Diameter Front 2.36 in Caliper Bore Diameter Rear 1.50 in Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Specifications > Page 8081 Brake Caliper: Description and Operation This caliper has a single bore and is mounted to the steering knuckle with two mounting bolts. Hydraulic pressure, created by applying the brake pedal, is converted by the caliper to a stopping force. This force acts equally against the caliper piston and the bottom of the caliper bore to move the piston: outward and to move (slide) the caliper inward resulting in a clamping action on the rotor. This clamping action forces the linings against the rotor, creating friction to stop the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Replacement Brake Caliper: Service and Repair Replacement REMOVE OR DISCONNECT 1. Remove 2/3 of brake fluid from master cylinder assembly. 2. Raise vehicle and suitably support. Mark relationship of wheel to hub and bearing assembly, to insure proper wheel balance upon reassembly. 3. Tire and wheel assembly. Reinstall two wheel nuts to retain rotor to hub and bearing assembly. 4. Push piston into caliper bore to provide clearance between linings and rotor. Install a large C-clamp over the top of the caliper housing and against the back of the outboard pad. Slowly tighten C-clamp until piston is pushed into the caliper bore enough to slide the caliper assembly off rotor. An alternate method used to compress the caliper piston is to use a large adjustable pliers to compress piston when caliper has been removed from rotor and is supported as shown. 5. Bolt attaching inlet fitting only when caliper is to be removed from vehicle for unit repair (overhaul). If only brake pads are being replaced, there is no need to disconnect inlet fitting. Plug exposed inlet fitting into caliper housing and brake hose to prevent fluid loss and contamination. Caliper Mounting 6. Caliper mounting bolts and sleeve assemblies. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Replacement > Page 8084 Disc Brake Caliper Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Replacement > Page 8085 7. Caliper from rotor and caliper bracket. Do not let caliper hang from brake hose. Damage may occur. If the caliper assembly is not being removed from the vehicle for unit repair, suspend the caliper with a wire hook from the strut as shown. Inspect Mounting bolts and sleeve assemblies for corrosion. Bushings for cuts or nicks. If damage to either part is found, replace with new parts when installing caliper. Do not attempt to polish away corrosion. INSTALL OR CONNECT 1. Liberally coat inside diameter of bushings with silicone grease. 2. Mounting bolts and sleeve assemblies. 3. Caliper over rotor on to caliper bracket. Tighten Mounting bolt and sleeve assemblies to 51 Nm (38 ft. lbs.). 4. Inlet fitting, if removed. Tighten Inlet fitting to 50 Nm (37 ft. lbs.). 5. Remove wheel nuts securing rotor to hub and bearing assembly. 6. Wheel and tire, aligning previous marks. 7. Lower the vehicle. 8. Torque wheel nuts. 9. Fill master cylinder to proper level with clean brake fluid. Bleed brake system if inlet fitting was removed. Recheck fluid level. Recheck brake pedal feel. If brake "Spongyness" is present. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Replacement > Page 8086 Brake Caliper: Service and Repair Overhaul DISASSEMBLE 1. Remove caliper completely from vehicle. 2. Bushings. Inspect Bushings for cuts and nicks. Replace if damaged. CAUTION: On the following procedure do not place fingers in front of the piston in an attempt to catch or protect it when applying compressed air. This could result in serious injury. NOTE: Use clean shop towels to pad the interior of the caliper housing during removal. 3. Piston using compressed air into the caliper inlet hole. Inspect Piston for scoring, nicks, corrosion and worn or damaged chrome plating. Replace piston if any of these conditions are found. 4. Boot from caliper housing bore. Be careful not to scratch housing bore. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Replacement > Page 8087 5. Piston seal from seal groove in caliper housing bore with a small wood or plastic tool. NOTE: Do not use a metal tool since this may damage caliper bore or seal groove. 6. Inspect Caliper housing bore and seal groove for scoring, nicks, corrosion and wear. Use crocus cloth to polish out light corrosion. Replace caliper housing if corrosion in and around seal groove will not clean up with crocus cloth. 7. Bleeder valve and bleeder valve cap from caliper. Clean All parts in clean, denatured alcohol. Dry with unlubricated compressed air. Blow out all passages in caliper housing and bleeder valve. ASSEMBLE 1. Bleeder valve and bleeder valve cap into caliper. Tighten Bleeder valve to 13 Nm (115 inch lbs.). 2. Lubricate new piston seal and install into caliper bore groove. Make sure seal is not twisted. 3. Lubricated boot onto piston. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Replacement > Page 8088 4. Piston and boot into bore of caliper and push to bottom of bore. 5. Seat boot in caliper housing counter bore. 6. Bushings. Lubricate beveled end of bushing with silicone grease, GM P/N 1052863 or equivalent. Pinch bushing and install bevel end first. Push bushing through housing mounting bore. 7. Caliper. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Replacement > Page 8089 Brake Caliper: Service and Repair Caliper Bracket Assembly Replacement REMOVE OR DISCONNECT 1. Caliper assembly. 2. Knuckle bracket. INSTALL OR CONNECT 1. Knuckle bracket. 2. Caliper assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component Information > Technical Service Bulletins > Brake Fluid - Level & Filling Recommendations Brake Fluid: Technical Service Bulletins Brake Fluid - Level & Filling Recommendations File In Section: 05 - Brakes Bulletin No.: 00-05-22-004 Date: May, 2000 INFORMATION Subject: Brake Fluid Level and Filling Recommendations Models: 2001 and Prior Passenger Cars and Trucks Many dealers and after-market repair shops advertise multi-point fluid "top-ups" in conjunction with oil changes or regular maintenance packages. These offers often include adding brake fluid to the master cylinder reservoir. There are only two reasons why the brake fluid level in the brake reservoir might go down. The first is that the brake fluid level goes down an acceptable level during normal brake lining wear. When the linings are replaced, the fluid will return to it's original level. The second possible reason for a low fluid level is that fluid is leaking out of the brake system. If fluid is leaking, the brake system requires repair and adding additional fluid will not correct the leak. If the system was properly filled during delivery of the vehicle, no additional fluid should be required under most circumstances between brake pad and/or shoe replacements. This information can be reinforced with the customer by referring them to the Brake Fluid section of their vehicle's Owner's Manual. Guidelines GM vehicles have incorporated a variety of brake fluid reservoir styles. The following guidelines are restricted to the plastic bodied fluid reservoirs and do not affect the original service recommendations for the older style metal bodied units. You may encounter both black plastic and translucent style reservoirs. You may have reservoirs with: ^ A MAX fill mark only ^ A MIN fill mark only ^ Both MAX and MIN marks The translucent style reservoirs do not have to have the covers removed in order to view the fluid level. It is a good practice not to remove the reservoir cover unless necessary to reduce the possibility of contaminating the system. Use the following guidelines to assist in determining the proper fluid level. Important: When adding brake fluid, use Delco Supreme II(R) Brake Fluid, GM P/N 12377967 or equivalent brand bearing the DOT-3 rating only. Important: At no time should the fluid level be allowed to remain in an overfilled condition. Overfilling the brake reservoir may put unnecessary stress on the seals and cover of the reservoir. Use the following guidelines to properly maintain the fluid level. If the reservoir is overfilled, siphon out the additional fluid to comply with the guidelines below. Important: If under any circumstance the brake fluid level is extremely low in the reservoir or the BRAKE warning indicator is illuminated, the brake system should be checked for leaks and the system repaired in addition to bringing the fluid level up to the recommended guidelines outlined below. A leaking brake system will have reduced braking performance and will eventually not work at all. Important: Some vehicles have reservoirs that are very sensitive to brake fluid levels and may cause the BRAKE indicator to flicker on turns as the fluid approaches the minimum required level. If you encounter a vehicle with this concern, increase the fluid level staying within the guidelines outlined below. ^ If the reservoir has a MAX level indicator, the reservoir should be returned to the MAX marking only at the time new brake pads and/or shoes are installed. If the reservoir fluid level is at the half-way point or above do not attempt to add additional brake fluid during routine fluid checks. ^ If the reservoir has both MAX and MIN indicators, the fluid level should be maintained above the MIN indicator during routine fluid checks and returned to the MAX indication only after new brake pads and/or shoes are installed. ^ For reservoirs with only a MIN indication, the fluid level should be maintained above the MIN indicator during routine fluid checks. Return the Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component Information > Technical Service Bulletins > Brake Fluid - Level & Filling Recommendations > Page 8094 reservoir fluid level to full only after installing new brake pads and/or shoes. A full reservoir is indicated on translucent, snap cover reservoirs by a fluid level even with the top level of the view window imprinted into the side of the reservoir. On screw top models in black or translucent plastic, the full level is just below the bottom of the filler neck. Parts Information Part Number Description 12377967 Brake Fluid Parts are currently available from GMSPO. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component Information > Technical Service Bulletins > Page 8095 Brake Fluid: Specifications Brake System DOT 3 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Brake Fluid: Symptom Related Diagnostic Procedures With the engine running at idle and the shift lever in neutral, depress the brake pedal and hold a constant foot pressure on the pedal. If the pedal gradually falls away with the constant pressure, the hydraulic system may be leaking. Perform a visual inspection to confirm any suspected leak. Check the master cylinder fluid level. While a slight drop in reservoir level does result from normal lining wear, an abnormally low level in either reservoir may indicate a leak in the system. The hydraulic system may be leaking either internally or externally. Also, the system may appear to pass this test but still have slight leakage. If the fluid level is normal and no external leaks are found at the brake pipe or hose connections or at the caliper or wheel cylinder boots. Check the service brake pedal travel, brake adjustment and the parking brake adjustment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 8098 Brake Fluid: Component Tests and General Diagnostics CAUTION: Use only DOT 3 brake fluid from a clean, sealed container. Do not use any fluid from a container which is wet with water. Do not use DOT 5 silicone brake fluid. Improper brake fluid, mineral oil or water in the fluid may cause the brake fluid to boil or the rubber components to deteriorate. Keep all fluid containers capped to prevent contamination. Improper brake fluid, mineral oil or water in the fluid may cause the brake fluid to boil or the rubber components in the hydraulic system to deteriorate. Upon inspection, if primary piston cups are swollen, then rubber parts have deteriorated. This deterioration may also be evidenced by swollen wheel cylinder piston cups on the drum brake wheel cylinders or the master cylinder cover diaphragm. If deterioration of rubber is evident, disassemble all hydraulic parts and wash with alcohol. Dry these parts with unlubricated compressed air before assembly to keep alcohol out of the system. Replace all rubber parts in the system, including hoses. Also, when working on the brake mechanisms, check for fluid on the brake linings. If any fluid is found, replace the linings. If master cylinder piston seals are satisfactory, check for leakage or excessive heat conditions. If condition is not found, drain fluid, flush with brake fluid, refill and bleed the system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component Information > Testing and Inspection > Page 8099 Brake Fluid: Service and Repair Use Delco Supreme II Brake Fluid (GM P/N 1052535) or an equivalent DOT-3 motor vehicle brake fluid. DOT-5 silicone fluid is not recommended for use in the vehicle's base brake system. DOT-5 brake fluid should never be used in the antilock brake system. Brake fluid should always be stored in a closed container. Reseal brake fluid containers immediately after use. Brake fluid left in an open or improperly sealed container will absorb moisture. This can lower the fluid's boiling point and may result in system contamination, corrosion or deterioration of rubber components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid Level Sensor/Switch > Component Information > Locations Rear Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 8103 Brake Fluid Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 8104 Brake Fluid Level Sensor/Switch: Description and Operation The master cylinder is equipped with a fluid level switch located in the side of the master cylinder reservoir. This switch will activate the red "BRAKE" light if a low fluid condition is detected. Once the fluid level is corrected the "BRAKE" light will go out. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 8105 Brake Fluid Level Sensor/Switch: Service and Repair REMOVE OR DISCONNECT 1. Electrical connector from fluid level switch. 2. Fluid level switch using needle nose pliers to compress switch locking tabs at inboard side of master cylinder reservoir. INSTALL OR CONNECT 1. Fluid level switch into master cylinder reservoir until locking tabs snap in place. 2. Electrical connector to fluid level switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component Information > Specifications Brake Hose/Line: Specifications FASTENER TIGHTENING SPECIFICATIONS Brake Pipes At Master Cylinder ........................................................................................................................................................... 23 Nm (17 ft. lbs.) Brake Pipes At ABS Modulator ........................................................................................................................................................... 23 Nm (17 ft. lbs.) Brake Pipe Tube Nuts ............................................................................................ ............................................................................... 23 Nm (17 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component Information > Specifications > Page 8109 Brake Hose/Line: Service Precautions CAUTION: Always use double walled steel brake pipe when replacing brake pipes. The use of any other pipe is not recommended and may cause brake system failure. Carefully route and retain replacement brake pipes. Always use the correct fasteners and the original location for replacement brake pipes. Failure to properly route and retain brake pipes may cause damage to the brake pipes and cause brake system failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component Information > Specifications > Page 8110 Brake Hose/Line: Testing and Inspection Hydraulic brake hoses should be inspected at least twice a year. Check brake hose assemblies for: - Road hazard damage. - Cracks and chafing of outer cover. - Leaks and blisters. - Proper routing and mounting. If you find any of these conditions, adjust or replace the hose assembly. A brake hose which rubs on other components will wear and eventually fail. A light and mirror can be helpful to thoroughly inspect the hose assemblies. NOTE: Never allow brake components such as calipers to hang from the flexible hoses as damage to the hoses may occur. Some brake hoses have protective rings or covers to prevent direct contact of the hose with other chassis parts. Besides causing possible structural damage to the hose, excessive tension could cause the hose rings to move out of their proper locations. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component Information > Specifications > Page 8111 Brake Hose/Line: Service and Repair NOTE: Do not use single lap flaring tools. Double lap flaring tools must be used to produce a flare strong enough to hold the system pressure. Using lap single flaring tools could cause system damage. Recommend using J-29803-A ISO Flaring Tool 1. Obtain the recommended pipe and steel fitting nuts of the correct size. Outside diameter of pipe is used to specify size. 2. Cut pipe to length with a pipe cutter. Do not force the cutter, advance the tool only a small amount per turn of the tool. Correct length of pipe may be determined by measuring old pipe using a string and adding 3.2 mm (1/8 inches) for each ISO flare. 3. Make sure fittings are installed before starting flare. 4. Chamfer the inside and outside diameter of the pipe with the de-burring tool. 5. Remove all traces of lubricant from brake pipe and flaring tool. 6. Clamp the flaring tool body in vise. Forming Mandrel And Forcing Screw 7. Select the correct size collet and forming mandrel for pipe size used. 8. Insert the proper forming mandrel into the tool body. While holding forming mandrel in place with your finger, thread in the forcing screw until it makes contact and begins to move the forming mandrel. When contact is made, turn the forcing screw back one complete turn. Clamping Nut And Collet 9. Slide the clamping nut over the brake pipe and insert the prepared brake pipe into the correct collet. Leave approximately 19 mm (0.750 inches) of tubing extending out the collet. Insert the assembly into the tool body. The brake pipe end must contact the face of the forming mandrel. 10. Tighten the clamping nut into the tool body very tight or the pipe may push out. 11. Wrench tighten the forcing screw in until it bottoms. Do not over tighten the forcing screw or the flare may become over-sized. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component Information > Specifications > Page 8112 ISO Flare 12. Back the clamping nut out of the tool body and disassemble the clamping nut and collet assembly. The flare is now ready for use. 13. Bend pipe assembly to match old pipe. Clearance of 19 mm (0.750 inches) must be maintained to all moving or vibrating parts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Proportioning/Combination Valve > Component Information > Specifications Brake Proportioning/Combination Valve: Specifications TIGHTENING SPECIFICATIONS Proportioning Valve Screws ............................................................................................................................................................ 12 Nm (106 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Proportioning/Combination Valve > Component Information > Specifications > Page 8116 Brake Proportioning/Combination Valve: Description and Operation DESCRIPTION The proportioning valve is bolted directly to the ABS hydraulic modulator assembly which is located beneath the battery tray. OPERATION The proportioning valve limits outlet pressure to the rear brakes after a predetermined master cylinder pressure has been reached. This is used when less rear apply force is needed to obtain optimum braking. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Proportioning/Combination Valve > Component Information > Specifications > Page 8117 Brake Proportioning/Combination Valve: Service and Repair REMOVE OR DISCONNECT 1. Battery. 2. Battery tray. 3. Drain cooling system. 4. Partially remove upper radiator hose from radiator. 5. Solenoid and motorpack electrical connections. ABS Modulator Brake Pipe Routing And Proportioning Valve 6. Brake pipes from modulator assembly. 7. Modulator to bracket mounting nut. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Proportioning/Combination Valve > Component Information > Specifications > Page 8118 Master Cylinder Brake Pipe Routing 8. Hydraulic modulator assembly (Slide out of slot toward rear of vehicle). 9. Brake proportioning valve. NOTE: Gasket between proportioning valve and hydraulic modulator assembly must be replaced whenever these components are separated. INSTALL OR CONNECT 1. Brake proportioning valve. 2. Hydraulic modulator assembly. (Slide in slot toward front of vehicle). Tighten bolts to 12 Nm (106 inch lbs.). 3. Modulator to bracket mounting bolt. 4. Brake pipes from modulator assembly. 5. Solenoid and motorpack electrical connections. 6. Upper radiator hose to radiator. 7. Drain cooling system. 8. Battery tray. 9. Battery. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Specifications Hydraulic Assembly: Specifications TIGHTENING SPECIFICATIONS Hydraulic Modulator Bleeder Valves ............................................................................................................................................ 9 Nm (80 inch lbs.) Hydraulic Modulator Bracket Mounting Bolt ................................................................................................................................. 25 Nm (18 ft. lbs.) Hydraulic Modulator Drive Gear Nut ........................................................................................................................................ 8.5 Nm (76 inch lbs.) Hydraulic Modulator Mounting Nut ............................................................................................................................................... 30 Nm (22 ft. lbs.) Hydraulic Modulator Solenoid Screw ........................................................................................................................................... 5 Nm (44 inch lbs.) Motor Pack Screws .............................................................................................................. ......................................................... 5 Nm (44 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Specifications > Page 8122 LF Wheel Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Specifications > Page 8123 ABS Actuator Motor Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Specifications > Page 8124 Hydraulic Assembly: Service Precautions WARNING: To help avoid personal injury due to a retained load on the hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator assembly . Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Specifications > Page 8125 Hydraulic Assembly: Description and Operation The hydraulic modulator assembly controls hydraulic pressure to the front calipers and rear wheel cylinders by modulating hydraulic pressure to prevent wheel slip. The basic hydraulic modulator configuration consists of gear subassemblies, ballscrews, nuts, pistons, and hydraulic check valves. The motor pack consists of three motors, three drive gears and three ESB's. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement Hydraulic Assembly: Service and Repair Gear Replacement WARNING: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator. CAUTION: Do not attempt to repair damaged motor packs or hydraulic modulation. Other than modulator drive gear replacement, repair of these assemblies is not authorized. Do not lubricate or oil gears or motor pack. DISASSEMBLE 1. Hydraulic Modulator Assembly. 2. Screws attaching gear cover. 3. Motor pack to hydraulic modulator screws. NOTE: Take care in handling the motor pack. If dropped or damaged in the handling, the motor pack must be replaced. 4. Separate motor pack from hydraulic modulator. NOTE: Do not allow gear to turn while removing the retaining nut, since the modulator piston can hit the top of the modulator bore, damaging the piston. Turn the modulator gear to position the piston in the center of its travel. Place a screwdriver through the holes in the gears (not between the gears) into the recessed hole in the modulator base. This will prevent the gear from turning, aiding in gear removal. 5. Three modulator drive gear to modulator drive shaft retaining nuts. 6. Gears from modulator. ASSEMBLE NOTE: Do not allow gear to turn while tightening the retaining nut, since the modulator piston can bottom out in the modulator bore damaging the piston. Turn the modulator gear to position the piston in the center of its travel. Place a screwdriver through the holes in the gears (not between the gears) into the recessed hole in the modulator base. This will prevent the gear from turning, aiding in gear installation. 1. Position hydraulic modulator drive gears onto hydraulic modulator drive shaft. 2. Three gear retaining nuts. Tighten Nuts to 8.5 Nm (76 inch lbs.). 3. With the hydraulic modulator upside down, and the gears facing you, rotate each hydraulic modulator gear counterclockwise until movement stops. This procedure will position the pistons very close to the top of the hydraulic modulator bore, simplifying the brake bleeding procedure. 4. Position motor pack onto hydraulic modulator, aligning the three. motor pack gears with the modulator. Take care in handling the motor pack. If Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8128 dropped or damaged during handling, the motor pack must be replaced. 5. Motor pack to hydraulic modulator screws. Tighten screws to 5 Nm (44 inch lbs.). 6. Gear cover onto hydraulic modulator with screws. Tighten screws to 4 Nm (36 inch lbs.). 7. Hydraulic modulator into vehicle. 8. Perform Diagnostic System Check. See: Antilock Brakes / Traction Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8129 Hydraulic Assembly: Service and Repair Hydraulic Modulator DISASSEMBLE 1. Hydraulic modulator assembly. 2. Screws attaching gear cover. 3. Remove gear cover. 4. Screws attaching motor pack to hydraulic modulator. 5. Remove motor pack. 6. Proportioning valve mounting screws. 7. Remove Proportioning valve. NOTE: If hydraulic modulator is to be replaced, install the three gears in the same location on replacement hydraulic modulator. No repair of the hydraulic modulator is authorized. Replace as an assembly. ASSEMBLE 1. Proportioning Valve to Hydraulic Modulator. Tighten Proportioning Valve screws to 12 Nm (106 inch lbs.). A new gasket MUST be used when installing the Proportioning Valve. 2. With the hydraulic modulator upside down, and the gears facing you, rotate each hydraulic modulator gear counterclockwise until movement stops. This procedure will position the pistons very close to the top of the hydraulic modulator bore. 3. Motor pack to hydraulic modulator assembly. 4. Motor pack to hydraulic modulator screws. Tighten Motor pack to hydraulic modulator screws to 5 Nm (44 inch lbs.). 5. Gear cover to hydraulic modulator assembly. If the gear cover seal is damaged, the cover must be replaced. Tighten Gear cover screws to 4 Nm (36 inch lbs.). 6. Hydraulic modulator into vehicle. 7. Perform Diagnostic System Check. See: Antilock Brakes / Traction Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8130 Hydraulic Assembly: Service and Repair Hydraulic Modulator Assembly Replacement WARNING: To help avoid personal injury due to a retained load on the hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator assembly. REMOVE OR DISCONNECT 1. Using the scan tool, perform GEAR TENSION RELIEF function under SPECIAL FUNCTIONS. 2. Battery. 3. Battery tray. 4. Upper radiator hose. 5. Solenoid electrical connectors. 6. Motor Pack electrical connector. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8131 7. Brake pipes. Note position. 8. Hydraulic modulator assembly to bracket mounting nut. 9. Hydraulic modulator assembly. INSTALL OR CONNECT 1. Hydraulic modulator assembly. 2. Hydraulic modulator assembly to bracket mounting nut. Tighten Nut to 30 Nm (22 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8132 3. Brake pipes to Hydraulic Modulator. Use locations noted during removal. WARNING: Make sure brake pipes are correctly connected to BPMV. If brake pipes are switched by mistake (inlet vs. outlet), wheel lockup will occur and personal injury may result. Tighten Brake pipes to 24 Nm (18 ft. lbs.). 4. Motor Pack electrical connector. 5. Solenoid electrical connectors. 6. Upper radiator hose. 7. Battery tray. 8. Battery and bleed system. See: Service and Repair 9. Perform Diagnostic System Check. See: Antilock Brakes / Traction Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8133 Hydraulic Assembly: Service and Repair Hydraulic Modulator Bracket REMOVE OR DISCONNECT 1. Hydraulic modulator assembly. 2. Bracket mounting bolts. 3. Bracket. INSTALL OR CONNECT 1. Bracket onto subframe. 2. Bracket mounting bolts. Tighten Bolts to 25 Nm (18 ft. lbs.). 3. Hydraulic modulator assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8134 Hydraulic Assembly: Service and Repair Gear Replacement WARNING: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator. CAUTION: Do not attempt to repair damaged motor packs or hydraulic modulation. Other than modulator drive gear replacement, repair of these assemblies is not authorized. Do not lubricate or oil gears or motor pack. DISASSEMBLE 1. Hydraulic Modulator Assembly. 2. Screws attaching gear cover. 3. Motor pack to hydraulic modulator screws. NOTE: Take care in handling the motor pack. If dropped or damaged in the handling, the motor pack must be replaced. 4. Separate motor pack from hydraulic modulator. NOTE: Do not allow gear to turn while removing the retaining nut, since the modulator piston can hit the top of the modulator bore, damaging the piston. Turn the modulator gear to position the piston in the center of its travel. Place a screwdriver through the holes in the gears (not between the gears) into the recessed hole in the modulator base. This will prevent the gear from turning, aiding in gear removal. 5. Three modulator drive gear to modulator drive shaft retaining nuts. 6. Gears from modulator. ASSEMBLE NOTE: Do not allow gear to turn while tightening the retaining nut, since the modulator piston can bottom out in the modulator bore damaging the piston. Turn the modulator gear to position the piston in the center of its travel. Place a screwdriver through the holes in the gears (not between the gears) into the recessed hole in the modulator base. This will prevent the gear from turning, aiding in gear installation. 1. Position hydraulic modulator drive gears onto hydraulic modulator drive shaft. 2. Three gear retaining nuts. Tighten Nuts to 8.5 Nm (76 inch lbs.). 3. With the hydraulic modulator upside down, and the gears facing you, rotate each hydraulic modulator gear counterclockwise until movement Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8135 stops. This procedure will position the pistons very close to the top of the hydraulic modulator bore, simplifying the brake bleeding procedure. 4. Position motor pack onto hydraulic modulator, aligning the three. motor pack gears with the modulator. Take care in handling the motor pack. If dropped or damaged during handling, the motor pack must be replaced. 5. Motor pack to hydraulic modulator screws. Tighten screws to 5 Nm (44 inch lbs.). 6. Gear cover onto hydraulic modulator with screws. Tighten screws to 4 Nm (36 inch lbs.). 7. Hydraulic modulator into vehicle. 8. Perform Diagnostic System Check. See: Antilock Brakes / Traction Control Systems/Testing and Inspection Hydraulic Modulator DISASSEMBLE 1. Hydraulic modulator assembly. 2. Screws attaching gear cover. 3. Remove gear cover. 4. Screws attaching motor pack to hydraulic modulator. 5. Remove motor pack. 6. Proportioning valve mounting screws. 7. Remove Proportioning valve. NOTE: If hydraulic modulator is to be replaced, install the three gears in the same location on replacement hydraulic modulator. No repair of the hydraulic modulator is authorized. Replace as an assembly. ASSEMBLE 1. Proportioning Valve to Hydraulic Modulator. Tighten Proportioning Valve screws to 12 Nm (106 inch lbs.). A new gasket MUST be used when installing the Proportioning Valve. 2. With the hydraulic modulator upside down, and the gears facing you, rotate each hydraulic modulator gear counterclockwise until movement stops. This procedure will position the pistons very close to the top of the hydraulic modulator bore. 3. Motor pack to hydraulic modulator assembly. 4. Motor pack to hydraulic modulator screws. Tighten Motor pack to hydraulic modulator screws to 5 Nm (44 inch lbs.). 5. Gear cover to hydraulic modulator assembly. If the gear cover seal is damaged, the cover must be replaced. Tighten Gear cover screws to 4 Nm (36 inch lbs.). 6. Hydraulic modulator into vehicle. 7. Perform Diagnostic System Check. See: Antilock Brakes / Traction Control Systems/Testing and Inspection Hydraulic Modulator Assembly Replacement WARNING: To help avoid personal injury due to a retained load on the hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator assembly. REMOVE OR DISCONNECT 1. Using the scan tool, perform GEAR TENSION RELIEF function under SPECIAL FUNCTIONS. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8136 2. Battery. 3. Battery tray. 4. Upper radiator hose. 5. Solenoid electrical connectors. 6. Motor Pack electrical connector. 7. Brake pipes. Note position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8137 8. Hydraulic modulator assembly to bracket mounting nut. 9. Hydraulic modulator assembly. INSTALL OR CONNECT 1. Hydraulic modulator assembly. 2. Hydraulic modulator assembly to bracket mounting nut. Tighten Nut to 30 Nm (22 ft. lbs.). 3. Brake pipes to Hydraulic Modulator. Use locations noted during removal. WARNING: Make sure brake pipes are correctly connected to BPMV. If brake pipes are switched by mistake (inlet vs. outlet), wheel lockup will occur and personal injury may result. Tighten Brake pipes to 24 Nm (18 ft. lbs.). 4. Motor Pack electrical connector. 5. Solenoid electrical connectors. 6. Upper radiator hose. 7. Battery tray. 8. Battery and bleed system. See: Service and Repair 9. Perform Diagnostic System Check. See: Antilock Brakes / Traction Control Systems/Testing and Inspection Hydraulic Modulator Bracket REMOVE OR DISCONNECT 1. Hydraulic modulator assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8138 2. Bracket mounting bolts. 3. Bracket. INSTALL OR CONNECT 1. Bracket onto subframe. 2. Bracket mounting bolts. Tighten Bolts to 25 Nm (18 ft. lbs.). 3. Hydraulic modulator assembly. Hydraulic Modulator Solenoid REMOVE OR DISCONNECT 1. Battery. 2. Battery tray. 3. Solenoid electrical connector. 4. Solenoid screws. 5. Solenoid. NOTE: Be sure the seal is still attached to the solenoid when it is removed. If not, check solenoid bore in modulator. Do not attempt to disassemble solenoid, it is serviceable only as an assembly. Lubricate seal on new solenoid with clean brake fluid. INSTALL OR CONNECT 1. New solenoid. Verify that the solenoid lip seal is properly positioned before solenoid is installed in hydraulic modulator. Position solenoid so that its electrical connector will face the same direction as the solenoid that was removed. By hand, press down finely on solenoid until its flange seats on ABS hydraulic modulator. 2. Solenoid screws. Tighten Screws to 5 Nm (44 inch lbs.). 3. Solenoid electrical connector to solenoid. NOTE: Make sure the solenoid connectors are installed on correct solenoids. It is necessary to bleed hydraulic modulator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Service and Repair > Gear Replacement > Page 8139 4. Battery tray. 5. Battery. 6. Perform Diagnostic System Check. Motor Pack WARNING: To help avoid personal Injury, due to a retained load on the AIDS hydraulic modulator, the GEAR TENSION RELIEF function of the scan tool must be performed prior to removal of the ABS hydraulic modulator. DISASSEMBLE 1. Hydraulic Modulator Assembly. 2. Screws attaching gear cover. 3. Remove gear cover. 4. Screws attaching motor pack to hydraulic modulator. 5. Motor pack from hydraulic modulator. NOTE: Use care when handling motor pack to ensure motor pack connector is not damaged, or accidental intrusion of brake fluid into the motor pack does not occur. This may result in a premature failure of the motor pack. Take care in handling the motor pack. If dropped or damaged during handling, the motor pack must be replaced. If disassembly of the hydraulic modulator assembly was due to an ABS hydraulic functional test that did not pass, the Automated Motor Pack Diagnosis Test should be performed at this time to isolate the motor pack or hydraulic modulator. No repair of the motor pack is authorized. Replace as an assembly. ASSEMBLE 1. Motor pack to hydraulic modulator. NOTE: Take care in handling the motor pack. If dropped or damaged during handling the motor pack must be replaced. Align each of the three motor pack pinions with the hydraulic modulator gears. 2. Motor pack to hydraulic modulator attaching screws. Tighten Motor pack to hydraulic modulator attaching screws to 5 Nm (44 inch lbs.). 3. Gear cover to hydraulic modulator. 4. Screws attaching gear cover. Tighten Screws to 4 Nm (36 inch lbs.). 5. Hydraulic Modulator Assembly into vehicle. 6. Using the scan tool, perform the MOTOR REHOME procedure. 7. Perform Diagnostic System Check. See: Antilock Brakes / Traction Control Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Hydraulic Control Assembly - Antilock Brakes: Customer Interest Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 8148 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 8149 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Hydraulic Control Assembly - Antilock Brakes: All Technical Service Bulletins Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 8155 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 8156 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > Page 8157 LF Wheel Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Diagrams > Harness Connector RF ABS Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Diagrams > Harness Connector > Page 8160 LF ABS Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Diagrams > Page 8161 Hydraulic Control Assembly - Antilock Brakes: Description and Operation DESCRIPTION The Expansion Spring Brake (ESB) is used to hold the piston in the uproots (or home) position. An ESB is a spring that is retained in a housing at a close tolerance. One end of the spring is in contact with the motor drive dog and the other end is in contact with the pinion drive dog. In normal braking, brake pressure is present on the top of the piston, applying a downward force. The force applies a counterclockwise torque to the motor pinion which tries to rotate the spring counterclockwise. The counterclockwise torque expands the spring outward within the housing and prevents gear rotation. OPERATION When the motor is turned on and tries to drive the ball screw nut, the end of the ESB in contact with the motor drive log rotates inward causing the spring to contract in its housing allowing the motor to rotate the modulator gear. The most common application of this principle is in window crank mechanisms, where a small amount of force on the crank handle allows the window to be lowered or raised, but the weight of the window or force on the window will not allow the window to move downward. For the ESB, brake pressure on the top of the pistons corresponds to the weight of the window and the motor corresponds to the window crank handle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Specifications Brake Master Cylinder: Specifications DIMENSIONS Bore Diameter ..................................................................................................................................... ......................................... 25.40 mm (1.00 inches) TIGHTENING SPECIFICATIONS Master Cylinder to Booster .................................................................................................................. ................................................. 27 Nm (20 ft. lbs.) Brake Pipes at Master Cylinder ............................................................................................................................................................ 23 Nm (17 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service Precautions > Technician Safety Information Brake Master Cylinder: Technician Safety Information WARNING: Brake fluid may be irritating to skin or eyes, or may cause nausea, vomiting or diarrhea if swallowed. In case of contact or swallowing take the following actions: Eye contact - rinse thoroughly with water. Skin contact - wash with soap and water. If swallowed Contact a physician immediately. Give two glasses of water and induce vomiting by sticking finger down throat . Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service Precautions > Technician Safety Information > Page 8167 Brake Master Cylinder: Vehicle Damage Warnings Fluid Warning CAUTION: Use only DOT 3 brake fluid from a clean, sealed container. Do not use any fluid from a container which is wet with water. Do not use DOT 5 silicone brake fluid. Improper brake fluid, mineral oil or water in the fluid may cause the brake fluid to boil or the rubber components to deteriorate. Keep all fluid containers capped to prevent contamination. Chemical Warning CAUTION: Avoid spilling brake fluid on any of the vehicle's painted surfaces, wiring, cables or electrical connectors. Brake fluid will damage paint and electrical connections. If any fluid is spilled on the vehicle, flush the area with water to lessen the damage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Description and Operation > General Description, ABS Brake Master Cylinder: Description and Operation General Description, ABS This master cylinder is a composite design for use in a diagonally split hydraulic system. It incorporates the functions of the standard dual master cylinder plus it has a fluid level switch and integral proportioners. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Description and Operation > General Description, ABS > Page 8170 Brake Master Cylinder: Description and Operation Master Cylinder Description This master cylinder is a composite design for use in a diagonally split hydraulic system. It incorporates the functions of the standard dual master cylinder plus it has a fluid level switch and integral proportioners. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Description and Operation > Page 8171 Brake Master Cylinder: Testing and Inspection Brake System Diagnosis These checks will not determine all master cylinder malfunctions. Use the Brake System Diagnosis chart to help isolate the problem if it is not found by using these tests. 1. Check for a cracked master cylinder casting or brake fluid around the master cylinder. Leaks are indicated even if there is only a drop of fluid. A damp condition is not abnormal. 2. Check for a binding pedal linkage. If satisfactory, disassemble the master cylinder and check for swollen or elongated primary piston seal(s). If swollen seals are found, substandard or contaminated brake fluid should be suspected. If contaminated, all components should be disassembled and cleaned; all rubber components should be replaced and all pipes flushed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Description and Operation > Page 8172 CAUTION: Use only Delco Supreme II Brake Fluid GM P/N 1052535, or equivalent DOT-3 brake fluid. Do not use power steering or transmission fluid in the brake system. Do not re-use brake fluid accumulated during brake system bleeding. Always store brake fluid in a closed container. Re-seal brake fluid containers immediately after use. Do not use brake fluid left in an open or improperly sealed container because it absorbs moisture or can become contaminated. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling Brake Master Cylinder: Service and Repair Brake Fluid Reservoir Filling The master cylinder reservoir must be kept properly filled to insure adequate reserve and to prevent air and moisture from entering the hydraulic system. However, because of expansion due to heat absorbed from the brakes and the engine, the reservoir must not be overfilled. Do not add fluid if brake hydraulic system is not leaking. The master cylinder reservoir is part of the master cylinder assembly, which is located under the hood on the drivers side of the vehicle. Clean Thoroughly clean the master cylinder reservoir cover before removal to avoid getting dirt into reservoir. Remove the cover and diaphragm and add fluid as required to bring level to 20-26 mm (0.78-1.0 inches) below filler neck inside reservoir. Use Delco Supreme No. II Hydraulic Brake Fluid (GM P/N 1052535) or equivalent DOT-3 motor vehicle brake fluid. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8175 Brake Master Cylinder: Service and Repair Brake Fluid Reservoir Replacement DISASSEMBLE 1. Remove master cylinder. 2. Clamp flange of master cylinder body in a vise. NOTE: Do not clamp on master cylinder body. Doing so may damage the master cylinder. 3. Spring pins by using a suitable 1/8 inch punch to drive them out. Use care not to damage reservoir or cylinder body when driving out spring pins. 4. Master cylinder reservoir by pulling straight up away from master cylinder body. 5. Reservoir to body "O" rings from grooves it master cylinder reservoir and dispose of "O" rings. Clean Reservoir with clean denatured alcohol. Dry with unlubricated compressed air. Inspect Master cylinder reservoir for cracks or deformation and replace reservoir if damage is found. ASSEMBLE 1. Lubricate new reservoir to body "O" rings, and reservoir flanges with clean brake fluid. 2. Reservoir to body "O" rings into grooves in master cylinder reservoir. Be sure "O" rings are properly seated. 3. Master cylinder reservoir to master cylinder body by pressing straight down by hand into master cylinder body. 4. Spring pins by driving in with a 1/8 inch punch using care not to damage reservoir or master cylinder body. 5. Install master cylinder. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8176 Brake Master Cylinder: Service and Repair Master Cylinder Overhaul NOTE: Master cylinder reservoir cover and reservoir diaphragm can be inspected and/or serviced without removing the master cylinder from the vehicle. 1. Remove master cylinder completely from the vehicle. 2. Remove master cylinder reservoir cover and master cylinder reservoir diaphragm. Wipe reservoir cover clean before removing. Empty fluid from reservoir (only if master cylinder is to be completely removed and overhauled). Inspect Master cylinder reservoir cover and diaphragm for cuts, cracks, nicks and deformation. Replace damaged parts. 3. Fluid level switch. See: Brake Fluid Level Sensor/Switch/Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8177 Compact Master Cylinder 4. Piston retainer while depressing primary piston. Take care not to damage the primary piston, master cylinder bore, or piston retainer groove. 5. Primary piston, secondary piston, secondary piston spring and spring retainer. To remove parts, apply low pressure unlubricated compressed air into upper outlet port at blind end of bore with all other outlet ports plugged. 6. Secondary seal, primary seal and spring retainer from secondary piston. Clean All parts in clean, denatured alcohol. Dry with unlubricated compressed air. No abrasive should be used in bore. Inspect Master cylinder bore for scoring or corrosion. If noted, replace master cylinder. ASSEMBLE 1. Lubricate rubber parts with clean brake fluid to ease assembly. 2. Lubricated secondary seal, primary seal and spring retainer onto secondary piston. 3. Secondary piston spring and secondary piston assembly into cylinder bore. To ease reassembly, lubricate with clean brake fluid. 4. Lubricated primary piston into cylinder bore. 5. Piston retainer while depressing primary piston. 6. Fluid level switch. 7. Master cylinder reservoir diaphragm into reservoir cover and install on master cylinder reservoir. 8. Master cylinder. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8178 Brake Master Cylinder: Service and Repair Master Cylinder Replacement REMOVE OR DISCONNECT 1. Electrical connector to fluid level switch. 2. Brake pipe tube nuts from master cylinder assembly. Plug open brake pipes to prevent brake fluid loss and contamination. 3. Master cylinder mounting nuts. 4. Master cylinder from booster. INSTALL OR CONNECT 1. Master cylinder to power booster assembly. Tighten Master cylinder assembly mounting nuts to 27 Nm (20 ft. lbs.). 2. Brake pipes tube nuts to master cylinder assembly. Tighten Brake pipe tube nuts to 23 Nm (17 ft. lbs.). 3. Electrical connector to fluid level switch. 4. Fill master cylinder to proper level with clean brake fluid. 5. Bleed hydraulic system. See: Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8179 Brake Master Cylinder: Service and Repair Brake Fluid Reservoir Filling The master cylinder reservoir must be kept properly filled to insure adequate reserve and to prevent air and moisture from entering the hydraulic system. However, because of expansion due to heat absorbed from the brakes and the engine, the reservoir must not be overfilled. Do not add fluid if brake hydraulic system is not leaking. The master cylinder reservoir is part of the master cylinder assembly, which is located under the hood on the drivers side of the vehicle. Clean Thoroughly clean the master cylinder reservoir cover before removal to avoid getting dirt into reservoir. Remove the cover and diaphragm and add fluid as required to bring level to 20-26 mm (0.78-1.0 inches) below filler neck inside reservoir. Use Delco Supreme No. II Hydraulic Brake Fluid (GM P/N 1052535) or equivalent DOT-3 motor vehicle brake fluid. Brake Fluid Reservoir Replacement DISASSEMBLE 1. Remove master cylinder. 2. Clamp flange of master cylinder body in a vise. NOTE: Do not clamp on master cylinder body. Doing so may damage the master cylinder. 3. Spring pins by using a suitable 1/8 inch punch to drive them out. Use care not to damage reservoir or cylinder body when driving out spring pins. 4. Master cylinder reservoir by pulling straight up away from master cylinder body. 5. Reservoir to body "O" rings from grooves it master cylinder reservoir and dispose of "O" rings. Clean Reservoir with clean denatured alcohol. Dry with unlubricated compressed air. Inspect Master cylinder reservoir for cracks or deformation and replace reservoir if damage is found. ASSEMBLE 1. Lubricate new reservoir to body "O" rings, and reservoir flanges with clean brake fluid. 2. Reservoir to body "O" rings into grooves in master cylinder reservoir. Be sure "O" rings are properly seated. 3. Master cylinder reservoir to master cylinder body by pressing straight down by hand into master cylinder body. 4. Spring pins by driving in with a 1/8 inch punch using care not to damage reservoir or master cylinder body. 5. Install master cylinder. Master Cylinder Overhaul NOTE: Master cylinder reservoir cover and reservoir diaphragm can be inspected and/or serviced without removing the master cylinder from the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8180 1. Remove master cylinder completely from the vehicle. 2. Remove master cylinder reservoir cover and master cylinder reservoir diaphragm. Wipe reservoir cover clean before removing. Empty fluid from reservoir (only if master cylinder is to be completely removed and overhauled). Inspect Master cylinder reservoir cover and diaphragm for cuts, cracks, nicks and deformation. Replace damaged parts. 3. Fluid level switch. See: Brake Fluid Level Sensor/Switch/Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8181 Compact Master Cylinder 4. Piston retainer while depressing primary piston. Take care not to damage the primary piston, master cylinder bore, or piston retainer groove. 5. Primary piston, secondary piston, secondary piston spring and spring retainer. To remove parts, apply low pressure unlubricated compressed air into upper outlet port at blind end of bore with all other outlet ports plugged. 6. Secondary seal, primary seal and spring retainer from secondary piston. Clean All parts in clean, denatured alcohol. Dry with unlubricated compressed air. No abrasive should be used in bore. Inspect Master cylinder bore for scoring or corrosion. If noted, replace master cylinder. ASSEMBLE 1. Lubricate rubber parts with clean brake fluid to ease assembly. 2. Lubricated secondary seal, primary seal and spring retainer onto secondary piston. 3. Secondary piston spring and secondary piston assembly into cylinder bore. To ease reassembly, lubricate with clean brake fluid. 4. Lubricated primary piston into cylinder bore. 5. Piston retainer while depressing primary piston. 6. Fluid level switch. 7. Master cylinder reservoir diaphragm into reservoir cover and install on master cylinder reservoir. 8. Master cylinder. Master Cylinder Replacement REMOVE OR DISCONNECT 1. Electrical connector to fluid level switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8182 2. Brake pipe tube nuts from master cylinder assembly. Plug open brake pipes to prevent brake fluid loss and contamination. 3. Master cylinder mounting nuts. 4. Master cylinder from booster. INSTALL OR CONNECT 1. Master cylinder to power booster assembly. Tighten Master cylinder assembly mounting nuts to 27 Nm (20 ft. lbs.). 2. Brake pipes tube nuts to master cylinder assembly. Tighten Brake pipe tube nuts to 23 Nm (17 ft. lbs.). 3. Electrical connector to fluid level switch. 4. Fill master cylinder to proper level with clean brake fluid. 5. Bleed hydraulic system. See: Service and Repair Overhaul (with ABS) NOTE: Master cylinder reservoir cover and reservoir diaphragm can be inspected and/or serviced without removing the master cylinder from the vehicle. 1. Remove master cylinder completely from the vehicle. 2. Remove master cylinder reservoir cover and master cylinder reservoir diaphragm. Wipe reservoir cover clean before removing. Empty fluid from reservoir (only if master cylinder is to be completely removed and overhauled). Inspect Master cylinder reservoir cover and diaphragm for cuts, cracks, nicks and deformation. Replace damaged parts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8183 3. Fluid level switch. See: Brake Fluid Level Sensor/Switch/Service and Repair Compact Master Cylinder 4. Piston retainer while depressing primary piston. Take care not to damage the primary piston, master cylinder bore, or piston retainer groove. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8184 5. Primary piston, secondary piston, secondary piston spring and spring retainer. To remove parts, apply low pressure unlubricated compressed air into upper outlet port at blind end of bore with all other outlet ports plugged. 6. Secondary seal, primary seal and spring retainer from secondary piston. Clean All parts in clean, denatured alcohol. Dry with unlubricated compressed air. No abrasive should be used in bore. Inspect Master cylinder bore for scoring or corrosion. If noted, replace master cylinder. ASSEMBLE 1. Lubricate rubber parts with clean brake fluid to ease assembly. 2. Lubricated secondary seal, primary seal and spring retainer onto secondary piston. 3. Secondary piston spring and secondary piston assembly into cylinder bore. To ease reassembly, lubricate with clean brake fluid. 4. Lubricated primary piston into cylinder bore. 5. Piston retainer while depressing primary piston. 6. Fluid level switch. 7. Master cylinder reservoir diaphragm into reservoir cover and install on master cylinder reservoir. 8. Master cylinder. Replacement (with ABS) REMOVE OR DISCONNECT 1. Electrical connector to fluid level switch. 2. Brake pipe tube nuts from master cylinder assembly. Plug open brake pipes to prevent brake fluid loss and contamination. 3. Master cylinder mounting nuts. 4. Master cylinder from booster. INSTALL OR CONNECT 1. Master cylinder to power booster assembly. Tighten Master cylinder assembly mounting nuts to 27 Nm (20 ft. lbs.). 2. Brake pipes tube nuts to master cylinder assembly. Tighten Brake pipe tube nuts to 23 Nm (17 ft. lbs.). 3. Electrical connector to fluid level switch. 4. Fill master cylinder to proper level with clean brake fluid. 5. Bleed hydraulic system. See: Service and Repair Reservoir Cap Cleaning Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Fluid Reservoir Filling > Page 8185 Compact Master Cylinder REMOVE OR DISCONNECT 1. Thoroughly clean the master cylinder reservoir cap before removal to avoid dirt entering the reservoir. 2. Reservoir cap. 3. Rubber diaphragm from cap. Clean any brake fluid that exits between cap and rubber diaphragm with a dry lint free cloth. Inspect brake fluid for proper level. Remove fluid if necessary. INSTALL OR CONNECT 1. Diaphragm into cap. 2. Cap to reservoir. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Wheel Cylinder > Component Information > Technical Service Bulletins > Brakes - Wheel Cylinder Inspection Guidelines Wheel Cylinder: Technical Service Bulletins Brakes - Wheel Cylinder Inspection Guidelines Bulletin No.: 03-05-24-001A Date: March 21, 2005 INFORMATION Subject: Service Information Regarding Rear Brake Drum Wheel Cylinder Inspections Models: 2005 and Prior GM Passenger Cars and Trucks 2005 and Prior Saturn Vehicles with Rear Drum Brakes Supercede: This bulletin is being revised add model years and include all GM vehicles. Please discard Corporate Bulletin Number 03-05-24-001 (Section 03 - Suspension). This bulletin provides information on proper inspection of rear drum brake wheel cylinders. Important: It is not recommended that dust boots be removed during inspection processes as dirt and debris could contaminate the wheel cylinder bore causing premature wear of the wheel cylinder. In addition, most bores should look damp and some lubricant may drip out from under the boot as a result of lubricant being present. All rear drum brake wheel cylinders are assembled with a lubricant to aid in assembly, provide an anti-corrosion coating to the cylinder bore, and lubricate internal rubber components. As a result of this lubrication process, it is not uncommon for some amount of lubricant to accumulate at the ends of the cylinder under the dust boot. Over time, the lubricant may work its way to the outside of the boot and cause an area of the boot to look damp. Evidence of a damp area on the boot does not indicate a leak in the cylinder. However, if there is excessive wetness (i.e. drips) coming from the boot area of the wheel cylinder, it could indicate a brake hydraulic fluid leak requiring wheel cylinder replacement. (Refer to the Wheel Cylinder Replacement procedures in the appropriate Service Manual.) Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Wheel Cylinder > Component Information > Technical Service Bulletins > Page 8190 Wheel Cylinder: Specifications Bore Diameter 0.87 in Bleeder Screw 62 in.lb Inlet Tube Nut 17 ft.lb Wheel Cylinder to Backing Plate 15 ft.lb Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Wheel Cylinder > Component Information > Service and Repair > Replacement Wheel Cylinder: Service and Repair Replacement NOTE: Raise vehicle and suitably support. Clean Dirt and foreign material around wheel cylinder assembly inlet and pilot. REMOVE OR DISCONNECT 1. Tire and Wheel Assembly. 2. Inlet tube nut and line. Plug opening in line to prevent fluid loss and contamination. Leading Trailing Drum Brake Assembly 3. Brake drum and Components. Do not let backing plate hang from parking brake cable. Damage may occur. 4. Wheel cylinder bolts. 5. Wheel cylinder. INSTALL OR CONNECT 1. Wheel cylinder bolts. Tighten Wheel cylinder bolts to 20 Nm (15 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Wheel Cylinder > Component Information > Service and Repair > Replacement > Page 8193 2. Brake drum and Components. 3. Inlet tube line and nut. 4. Tire and Wheel Assembly. Tighten Inlet tube nut to 23 Nm (17 ft. lbs.). 5. Bleed wheel cylinder. See: Service and Repair 6. Bleed brake system. See: Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Wheel Cylinder > Component Information > Service and Repair > Replacement > Page 8194 Wheel Cylinder: Service and Repair Overhaul NOTE: Remove wheel cylinder from vehicle. DISASSEMBLE 1. Boots. 2. Pistons and seals. 3. Spring assembly. 4. Bleeder valve. Inspect Cylinder bore and pistons for scoring, nicks, corrosion and wear. Use crocus cloth to polish out light corrosion. Replace wheel cylinder assembly if bore will not clean up with crocus cloth. Clean All parts in clean denatured alcohol. Dry parts with unlubricated compressed air. Lubricate new seals with clean brake fluid. ASSEMBLE 1. Bleeder valve. Tighten Bleeder valve to 7 Nm (62 inch lbs.). 2. Spring assembly. 3. Seals, pistons and boots. 4. Install wheel cylinder to vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component Information > Specifications Parking Brake Cable: Specifications Parking Brake Cable Clip to Underbody Bolt ...................................................................................................................................... 10 N.m (89 inch lbs.) Parking Brake Cable Guide Loop Bolt ................................................................................................................................................. 10 N.m (89 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component Information > Service and Repair > Front Parking Brake Cable: Service and Repair Front REMOVE OR DISCONNECT 1. Left sound insulator. 2. Left carpet retainer and position carpet and sound deadener aside. 3. PCM electrical connections. 4. PCM retaining bracket door. 5. PCM. 6. PCM bracket. 7. Partially raise vehicle. 8. Parking brake from equalizer. 9. Front cable at connector clip and attach string. 10. Front cable at connector clip. 11. Cable from underbody. 12. Cable from vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component Information > Service and Repair > Front > Page 8201 INSTALL OR CONNECT 1. Cable to vehicle. 2. Front cable at connector clip. 3. Attach string to new cable and install at connector clip. 4. Parking brake to equalizer. 5. Lower vehicle. 6. PCM bracket. 7. PCM. 8. PCM retaining bracket door. 9. PCM electrical connections. 10. Position left carpet and sound deadener. 11. Carpet retainer. 12. Left sound insulator. NOTE: Parking brake adjustment is not necessary. This is a self adjusting system and damage may result from attempting to adjust or modify this system in any way. It may be necessary to adjust rear brakes to obtain the proper tension in the system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component Information > Service and Repair > Front > Page 8202 Parking Brake Cable: Service and Repair Rear REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Loosen cables at equalizer. 3. Cables from front brackets. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component Information > Service and Repair > Front > Page 8203 4. Cables from equalizer using J 37043. 5. Tire and wheel assemblies. 6. Brake Drums. 7. Right brake actuator spring using J 38400. 8. Retractor spring using J 38400. 9. Brake Components, (except wheel cylinder). 10. Cable from backing plate. 11. Cable from parking brake lever. 12. Cable from rear bracket and cable guide loop. INSTALL OR CONNECT 1. Cable to rear bracket and cable guide loop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component Information > Service and Repair > Front > Page 8204 2. Cable to parking brake lever. 3. Cable to backing plate. 4. Brake Components. 5. Retractor span using J 38400. 6. Right brake actuator spring using J 38400. 7. Brake Drums. 8. Tire and wheel assemblies. 9. Cables to equalizer using J 37043. 10. Cables to front brackets. 11. Cables to front brackets. 12. Lower vehicle. NOTE: Parking brake adjustment is not necessary. This is a self adjusting system and damage may result from attempting to adjust or modify this system in any way. It may be necessary to adjust rear brakes to obtain the proper tension in the system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Lever > Component Information > Specifications Parking Brake Lever: Specifications Parking brake lever mounting nuts .......................................................................................................................................................... 25 Nm (18 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Lever > Component Information > Specifications > Page 8208 Parking Brake Lever: Service and Repair REMOVE OR DISCONNECT 1. Left sound insulator. 2. Left carpet retainer and position carpet and sound deadener aside. 3. PCM electrical connections. 4. PCM retaining bracket door. 5. PCM by sliding out. 6. PCM bracket. Parking Brake Lever Assembly 7. Parking brake lever assembly. 8. Electrical connection from lever assembly. INSTALL OR CONNECT 1. Electrical connection to lever assembly. 2. Parking brake lever assembly. Tighten Parking brake lever nuts to 25 Nm (18 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Lever > Component Information > Specifications > Page 8209 3. PCM bracket. 4. PCM by sliding in. 5. PCM retaining bracket door. 6. PCM electrical connections. 7. Position left carpet and sound deadener. 8. Carpet retainer. 9. Left sound insulator. NOTE: Parking brake adjustment is not necessary. This is a self adjusting system and damage may result from attempting to adjust or modify this system in any way. It may be necessary to adjust rear brakes to obtain the proper tension in the system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Technical Service Bulletins > Customer Interest for Vacuum Brake Booster: > 83-50-23 > Oct > 98 > Brakes Squeak/Squawk Type Noise When Pedal Depressed Vacuum Brake Booster: Customer Interest Brakes - Squeak/Squawk Type Noise When Pedal Depressed File In Section: 5 - Brakes Bulletin No.: 83-50-23 Date: October, 1998 Subject: Squeak/Squawk Type Noise when Brake Pedal Depressed (Replace Vacuum Brake Booster) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass 1999 Oldsmobile Alero 1999 Pontiac Grand Am Built Prior to the VIN Breakpoint: Condition Some customers may comment about a squeak or squawk type noise coming from under the dash area when the brakes are applied. Cause This condition may be the result of the composition/formulation of the material utilized in the manufacturing of the rear seal of the vacuum brake booster. Correction Replace existing vacuum brake booster with a new assembly selected from those listed below by vehicle make and model. Follow service procedure in the applicable Service Manual. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time H1220 Booster Assembly, Vacuum 1.2 hrs Power Brake - Replace Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Vacuum Brake Booster: > 83-50-23 > Oct > 98 > Brakes - Squeak/Squawk Type Noise When Pedal Depressed Vacuum Brake Booster: All Technical Service Bulletins Brakes - Squeak/Squawk Type Noise When Pedal Depressed File In Section: 5 - Brakes Bulletin No.: 83-50-23 Date: October, 1998 Subject: Squeak/Squawk Type Noise when Brake Pedal Depressed (Replace Vacuum Brake Booster) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass 1999 Oldsmobile Alero 1999 Pontiac Grand Am Built Prior to the VIN Breakpoint: Condition Some customers may comment about a squeak or squawk type noise coming from under the dash area when the brakes are applied. Cause This condition may be the result of the composition/formulation of the material utilized in the manufacturing of the rear seal of the vacuum brake booster. Correction Replace existing vacuum brake booster with a new assembly selected from those listed below by vehicle make and model. Follow service procedure in the applicable Service Manual. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time H1220 Booster Assembly, Vacuum 1.2 hrs Power Brake - Replace Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Technical Service Bulletins > Page 8224 Vacuum Brake Booster: Specifications Fastener Tightening Specifications Vacuum Booster Retaining Nuts ............................................................................................................................................................. 27 N.m (20 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Technical Service Bulletins > Page 8225 Vacuum Booster Hose - 3.1L Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Service Precautions > Technician Safety Information Vacuum Brake Booster: Technician Safety Information WARNING: When replacing the power brake booster, make sure that the cruise control cable is not routed between the booster and the cowl. If the cable is damaged or pinched, it must be replaced. Failure to do this could result in personal injury. CAUTION: Replace all components included in repair kits used to service this booster. Lubricate rubber parts with silicone grease (provided in kits) to ease assembly. Do not use lubricated compressed air on brake parts as damage to rubber parts may result. If any hydraulic component is removed or disconnected, it is necessary to bleed the entire brake system. The torque values specified are for dry, unlubricated fasteners. Perform service operations on a clean bench free from all mineral oil materials. Inspect locking flanges on brake booster and mounting plate. Replace the brake booster and mounting plate if the locking flanges are bent or damaged. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Service Precautions > Technician Safety Information > Page 8228 Vacuum Brake Booster: Vehicle Damage Warnings CAUTION: Internal components of this brake booster are not serviceable. The housing must not be unstaked and separated. Separating the housing will cause permanent deformation, preventing the brake booster from holding proper volume. NOTE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for that application. General Motors will call out those fasteners that require a replacement after removal. General Motors will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Service Precautions > Page 8229 Vacuum Brake Booster: Description and Operation Brake Pedal And Booster Mounting This booster is a tandem vacuum suspended unit. In a normal operating mode, with the service brakes in the released position, the tandem vacuum suspended booster operates with vacuum on both sides of its diaphragms. When the brakes are applied, air at atmospheric pressure is admitted to one side of each diaphragm to provide the power assist. When the service brake is released, the atmospheric air is shut off from one side of each diaphragm. The air is then drawn from the booster through the vacuum check valve to the vacuum source. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Service and Repair > Replacement Vacuum Brake Booster: Service and Repair Replacement NOTE: It is not necessary to remove or disconnect master cylinder from the vehicle in order to remove the vacuum booster. However, if both the vacuum booster and master cylinder are to be removed, remove the master cylinder first. REMOVE OR DISCONNECT 1. Air bag. Refer to Engine Controls. 2. Move Underhood Bussed Electrical Center (U/H BEC) forward. 3. Bussed Electrical Center bracket. 4. Brake pipes from master cylinder. 5. Master cylinder attaching nuts. 6. Master cylinder from booster. Be careful not to lose or dislodge the insulator between the booster and the front of dash. 7. Vacuum hose from vacuum check valve. Brake Pedal And Booster Mounting 8. Booster attaching nuts. 9. Left sound insulator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Service and Repair > Replacement > Page 8232 Exterior Components 10. Booster pushrod from brake pedal. Tilt entire vacuum booster slightly to work booster pushrod off pedal clevis pin without putting undue side pressure on the pushrod. 11. Booster from vehicle. INSTALL OR CONNECT 1. Booster to vehicle. 2. Booster pushrod to brake pedal. Tilt entire vacuum booster slightly to work booster pushrod onto pedal clevis pin without putting undue side pressure on the pushrod. Use left hand to align pushrod with pedal and push together. 3. Left sound insulator. 4. Booster attaching nuts. Tighten Booster to brake pedal attaching nuts to 27 Nm (20 ft. lbs.). 5. Vacuum hose to vacuum check valve. 6. Master cylinder to booster. 7. Master cylinder attaching nuts. Tighten Master cylinder to booster attaching nuts to 27 Nm (20 ft. lbs.). 8. Brake pipes to master cylinder. Tighten Brake pipes to master cylinder to 23 Nm (17 ft. lbs.). 9. Bussed Electrical Center bracket. 10. Move Bussed Electrical Center forward. 11. Air bag. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Service and Repair > Replacement > Page 8233 Vacuum Brake Booster: Service and Repair Exterior Components Replacement NOTE: Vacuum check valve and grommet can be inspected and/or serviced without removing the booster from the vehicle. REMOVE OR DISCONNECT Exterior Components 1. Vacuum check valve and grommet. 2. Boot and air filter. Inspect Boot, front housing seal, and grommet for cuts, nicks and excessive wear. Replace part(s) if any of the above conditions are found. Clean Above parts in clean denatured alcohol. Dry with unlubricated compressed air. INSTALL OR CONNECT NOTE: Lubricate inside and outside diameters of grommet and front housing seal with a thin layer of silicone grease. 1. Air filter and boot. 2. Grommet and vacuum check valve. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Description and Operation ABS Main Relay: Description and Operation The Electronic Brake Control Relay is a normally-open contact type, and has special contact material to handle the high currents required for ABS VI operation. The relay allows the battery voltage and current to be supplied to the solenoids and the EBCM, which supplies power to the motors. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Description and Operation > Page 8238 ABS Main Relay: Service and Repair REMOVE OR DISCONNECT 1. Underhood Bussed Electrical Center cover. 2. Electronic Brake Control Relay. INSTALL OR CONNECT 1. Electronic Brake Control Relay. 2. Underhood Bussed Electrical Center cover. 3. Perform Diagnostic System Check. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Brake Fluid Solenoid Valve Relay > Component Information > Locations LF Wheel Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Brake Fluid Solenoid Valve Relay > Component Information > Diagrams > Harness Connector RF ABS Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Brake Fluid Solenoid Valve Relay > Component Information > Diagrams > Harness Connector > Page 8244 LF ABS Solenoid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: Customer Interest Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 8253 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 8254 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: All Technical Service Bulletins Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 8260 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 8261 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Page 8262 Electronic Brake Control Module: Specifications TIGHTENING SPECIFICATIONS Mounting Screw ................................................................................................................................... ............................................. 11 Nm (97 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Page 8263 Inside LF Fender Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Exploded Views Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Exploded Views > Page 8266 Electronic Brake Control Module: Connector Views Electronic Brake Control Module (EBCM) Electronic Brake Control Module (EBCM) (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Exploded Views > Page 8267 Electronic Brake Control Module (EBCM) (Part 2 Of 3) Electronic Brake Control Module (EBCM) (Part 3 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Page 8268 Electronic Brake Control Module: Description and Operation DESCRIPTION The controlling element of ABS VI is a microprocessor based Electronic Brake Control Module, or EBCM. Inputs to the system include four wheel speed sensors, the brake switch, the brake fluid level switch, ignition switch, and unswitched battery voltage. Outputs include three bi-directional motor controls, two solenoid controls and the Electronic Brake Control Relay. A serial data line is used for service diagnostic tools (scan tool), assembly plant testing and control of indicators in the Instrument Cluster. OPERATION The EBCM monitors the speed of each wheel. If any wheel begins to approach lockup, the EBCM controls the motors and solenoids to reduce brake pressure to the wheel approaching lockup. Once the wheel regains traction, brake pressure is increased until the wheel again begins to approach lockup. This cycle repeats until either the vehicle comes to a stop, the brake is released, or no wheels approach lockup. Additionally, the EBCM monitors itself, each input and each output for proper operation. If a system malfunction is detected, the EBCM will store a DTC in nonvolatile memory (DTCs will not disappear if the battery is disconnected). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Page 8269 Electronic Brake Control Module: Service and Repair REMOVE OR DISCONNECT 1. Left front tire and wheel assembly. 2. Inner splash shield. 3. Electronic Brake Control Module (EBCM) electrical connector. 4. EBCM mounting screws from bracket. 5. EBCM. INSTALL OR CONNECT 1. EBCM to vehicle. 2. Hex head screws, attaching EBCM. Tighten Hex head screws to 11 Nm (97 inch lbs.). 3. EBCM electrical connector. 4. Inner splash shield. 5. Left front tire and wheel assembly. 6. Perform Diagnostic System Check. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations Rear Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 8274 Brake Fluid Level Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 8275 Brake Fluid Level Sensor/Switch: Description and Operation The master cylinder is equipped with a fluid level switch located in the side of the master cylinder reservoir. This switch will activate the red "BRAKE" light if a low fluid condition is detected. Once the fluid level is corrected the "BRAKE" light will go out. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 8276 Brake Fluid Level Sensor/Switch: Service and Repair REMOVE OR DISCONNECT 1. Electrical connector from fluid level switch. 2. Fluid level switch using needle nose pliers to compress switch locking tabs at inboard side of master cylinder reservoir. INSTALL OR CONNECT 1. Fluid level switch into master cylinder reservoir until locking tabs snap in place. 2. Electrical connector to fluid level switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Braking Sensor/Switch > Component Information > Technical Service Bulletins > Twist-Lock Style Brake Switches - Proper Adjustment Braking Sensor/Switch: Technical Service Bulletins Twist-Lock Style Brake Switches - Proper Adjustment File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-12 Date: April, 1998 INFORMATION Subject: Proper Adjustment of New Twist-Lock Style Brake Switches Models: 1996-98 Buick LeSabre, Park Avenue, Riviera 1996-98 Cadillac DeVille, Eldorado, Seville 1997-98 Chevrolet Malibu 1998 Chevrolet Cavalier 1996 Oldsmobile Ninety Eight 1996-98 Oldsmobile Aurora, Eighty Eight, LSS, Regency 1997-98 Oldsmobile Cutlass 1999 Oldsmobile Alero 1996-98 Pontiac Bonneville 1998 Pontiac Sunfire 1999 Pontiac Grand Am This bulletin is being issued to advise that new style brake switches were used beginning in the 1996 model year. The two switches control the brake lights, cruise control engage/release, TCC lock-up/release and the Brake/Transmission Inter-Lock function. The switches are adjusted by twisting rather than ratcheting. Using the old adjustment method of pulling up on the brake pedal can break the switch. A mis-adjusted or damaged switch may cause customer comments such as: ^ Brake lights stay on, draining the battery ^ Cruise control inoperative ^ Higher than normal fuel consumption if TCC cannot engage ^ Brake drag ^ Cruise control takes excess pedal travel to release The adjustment procedure in the Service Manual should be followed. Procedure 1. Insert the stop lamp switch into the retainer until the switch bottoms out against the brake pedal, and the switch actuator is fully depressed. 2. Turn the brake switch in the retainer clockwise until the travel stop has been reached. At this point it will be locked. Important: If the switch is not fully locked into position, a clicking noise may result. 3. The brake switch plunger should extend outward 0.5 mm to 1.5 mm (0.02 in. to 0.06 in.) if adjusted correctly. 4. If the distance the plunger extends is too great, the brake switch must be turned counter-clockwise about 45° and set to the correct distance before locking it in place by turning it clockwise until the travel stop is reached. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > Brakes - Revised Speed Sensor Resistance Specification Wheel Speed Sensor: Technical Service Bulletins Brakes - Revised Speed Sensor Resistance Specification File In Section: 5 - Brakes Bulletin No.: 73-50-22 Date: June, 1997 SERVICE MANUAL UPDATE Subject: Section 5E - Revised Wheel Speed Sensor Resistance Specifications Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being issued to revise the wheel speed sensor resistance specifications (DTC's C1221 - C1235) on pages 5E1-54 through 5E1-101 of the Service Manual. Front and rear wheel speed sensor resistance range has been changed to 950 - 1250 ohms. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > LF LF Wheel (RF Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > LF > Page 8287 RR Wheel (LR Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Diagrams > LF LF Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Diagrams > LF > Page 8290 LR Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Diagrams > LF > Page 8291 RF Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Diagrams > LF > Page 8292 RR Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Description and Operation > Front Wheel Speed Sensors Wheel Speed Sensor: Description and Operation Front Wheel Speed Sensors The front wheel speed sensor and toothed ring are contained with the integral front wheel bearing. This allows for improved environmental protection and easier assembly. The sensor and toothed ring are not repairable and no provision for air gap adjustment exists. If a front wheel speed sensor fails, the entire integral bearing and speed sensor assembly must be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Description and Operation > Front Wheel Speed Sensors > Page 8295 Wheel Speed Sensor: Description and Operation Rear Wheel Speed Sensors The rear wheel speed sensors operate in the same manner as the front wheel speed sensors. The wheel speed sensor and toothed ring are contained within the dust cap of the integral rear wheel bearing. This allows for improved environmental protection and easier assembly. The sensor and toothed ring are not repairable and no provision for air gap adjustment exists. If a rear wheel speed sensor fails, the entire integral bearing and speed sensor assembly must be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Description and Operation > Front Wheel Speed Sensors > Page 8296 Wheel Speed Sensor: Description and Operation Front Wheel Speed Sensor Wiring NOTE: The front wheel speed sensor wiring is not repairable in the control arm section of the wiring harness. This section of the wiring harness must be replaced with the appropriate wiring harness service kit "Pigtail." do not attempt to solder, splice, or crimp this section of the wiring harnesses as eventual failure will likely result. The front wheel speed sensor wiring is constructed of highly flexible twisted pair wiring. This wiring exists because the-front wheel speed sensor wiring circuits must connect to the suspension of the vehicle, thus the wiring in this area is subjected to the same motion as a spring or shock absorber. Consequently, any repair to the front wheel speed sensor wiring circuits in the control arm section of the wiring harness will result in stiffening and eventual failure due to wire fatigue. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Description and Operation > Page 8297 Wheel Speed Sensor: Service and Repair Left Front Wheel Speed Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Description and Operation > Page 8298 Right Front Wheel Speed Sensor Tool Required: - J 38764 REMOVE OR DISCONNECT Important: The front sensor is serviceable only as an a assembly. Do not attempt to service the sensor harness pigtail as it is part of the sensor. 1. Raise and support vehicle on suitable hoist. 2. Tire and wheel assembly. 3. Front wheel speed sensor electrical connector. 4. Hub and bearing assembly. 5. Wheel speed sensor from hub and bearing assembly using a blunt screwdriver. Important: When the wheel speed sensor is removed it must be replaced. The speed sensor is damaged when it is removed and cannot be reused. There are two parts to the wheel speed sensor. These parts are replaced as an assembly. They cannot be replaced individually. - Inspect bearing for signs of water intrusion, if water intrusion is noted, the bearing must be replaced. INSTALL OR CONNECT 1. Apply LOCTITE (TM) 620 to mating surfaces of the wheel speed sensor that contacts the hub and bearing assembly. 2. Using J 38764 with an arbor type press, press wheel speed sensor onto hub and bearing assembly. 3. Hub and bearing assembly to vehicle. 4. Front wheel speed sensor electrical connector. 5. Wheel and tire assembly. 6. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8310 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8311 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8312 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8313 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8314 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8319 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8320 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8321 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8331 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8332 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8333 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8334 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8335 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8340 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8341 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8342 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 8347 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 8348 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 8358 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 8359 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions Neutral Safety Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8364 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8365 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8366 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8367 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8368 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8369 Neutral Safety Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8370 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8371 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8372 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8373 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8374 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8375 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8376 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8377 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8378 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8379 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8380 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8381 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8382 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8383 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8384 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8385 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8386 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8387 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8388 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8389 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8390 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8391 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8392 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8393 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8394 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Positive, Battery Cable > System Information > Technical Service Bulletins > Customer Interest for Battery Cable, Positive: > 83-64-16 > Jun > 98 > Battery Weak, Discharged/Slow Starting/GEN or MIL On Positive: Customer Interest Battery - Weak, Discharged/Slow Starting/GEN or MIL On File In Section: 6 - Engine Bulletin No.: 83-64-16 Date: June, 1998 Subject: Weak or Discharged Battery, Slow Starting, GEN or MIL Lamp On, Various Driveability Symptoms (Repair B+ Stud and/or Wiring on Starter) Models: 1997-98 Buick Skylark 1997-98 Chevrolet Cavalier, Malibu 1997-98 Oldsmobile Achieva, Cutlass 1997-98 Pontiac Grand Am, Sunfire with 2.2L, 2.4L, 3.1L Engine (VINs 4, T, M - RPOs LN2, LD9, L82) Condition Some owners may report the battery is weak or discharged; the starting motor may turn slowly; the generator is not charging and/or the generator Malfunction Indicator Lamp (MIL) may be on, possibly intermittent. Driveability symptoms may also be experienced. Cause If following steps 1, 2 or 3 of strategy based diagnostics did not reveal the cause, the generator output and battery positive cable terminal at the starting motor (CKT 1 - VIN T and M; CKT 2 - VIN 4) may be loose, causing a high resistance in the battery positive circuit from the generator to the battery. Correction Inspect the condition of the starting motor B+ stud, wire, ring terminals and nut. Clean each mating surface and replace damaged parts. Tighten positive battery B+ cable to starter solenoid nut to 12 N.m (106 lb in.). Refer to the "Starting Motor Replacement" portion in the Engine Electrical Section of the Service Manual. Recharge and load test the battery if required. Refer to "Battery Charging" in the Engine Electrical Section of the Service Manual. Important: The generator and battery are not damaged and should not require replacement. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time N6480 Wiring and/or Use published Connector, labor operation Starter - Repair time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Positive, Battery Cable > System Information > Technical Service Bulletins > All Technical Service Bulletins for Battery Cable, Positive: > 83-64-16 > Jun > 98 > Battery - Weak, Discharged/Slow Starting/GEN or MIL On Positive: All Technical Service Bulletins Battery - Weak, Discharged/Slow Starting/GEN or MIL On File In Section: 6 - Engine Bulletin No.: 83-64-16 Date: June, 1998 Subject: Weak or Discharged Battery, Slow Starting, GEN or MIL Lamp On, Various Driveability Symptoms (Repair B+ Stud and/or Wiring on Starter) Models: 1997-98 Buick Skylark 1997-98 Chevrolet Cavalier, Malibu 1997-98 Oldsmobile Achieva, Cutlass 1997-98 Pontiac Grand Am, Sunfire with 2.2L, 2.4L, 3.1L Engine (VINs 4, T, M - RPOs LN2, LD9, L82) Condition Some owners may report the battery is weak or discharged; the starting motor may turn slowly; the generator is not charging and/or the generator Malfunction Indicator Lamp (MIL) may be on, possibly intermittent. Driveability symptoms may also be experienced. Cause If following steps 1, 2 or 3 of strategy based diagnostics did not reveal the cause, the generator output and battery positive cable terminal at the starting motor (CKT 1 - VIN T and M; CKT 2 - VIN 4) may be loose, causing a high resistance in the battery positive circuit from the generator to the battery. Correction Inspect the condition of the starting motor B+ stud, wire, ring terminals and nut. Clean each mating surface and replace damaged parts. Tighten positive battery B+ cable to starter solenoid nut to 12 N.m (106 lb in.). Refer to the "Starting Motor Replacement" portion in the Engine Electrical Section of the Service Manual. Recharge and load test the battery if required. Refer to "Battery Charging" in the Engine Electrical Section of the Service Manual. Important: The generator and battery are not damaged and should not require replacement. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time N6480 Wiring and/or Use published Connector, labor operation Starter - Repair time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Positive, Battery Cable > System Information > Technical Service Bulletins > Page 8410 Positive: Service and Repair Battery Replacement Battery Cable Routing Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Positive, Battery Cable > System Information > Technical Service Bulletins > Page 8411 Battery Cable Routing NOTE: When installing positive battery cable to starter solenoid, the inner nut on the solenoid battery terminal must be tightened before battery cable and other leads are installed. Failure to do so will result in solenoid terminal and/or solenoid damage. Whenever battery cables are replaced, always be certain to use a replacement cable that is the same type and length. Some positive cables have additional feed wires attached to them and some negative cables have additional ground leads attached. Always be certain when replacing a battery cable to route it the same as the original cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Tools - Released for CS Generator Diagnosis Alternator: Technical Service Bulletins Tools - Released for CS Generator Diagnosis File In Section: 6 - Engine Bulletin No.: 83-64-09 Date: March, 1998 INFORMATION Subject: New Tool J 41450-B, Released for CS Generator Diagnosis Models: 1988-98 Passenger Cars and Light Trucks with CS-Series Generators A new CS-Series Generator Tester, J 41450-B, has been sent to all dealers as part of the Essential Tool Package. This tool will work on all CS-Series generators for past model years. The tool is shown in Figure 1. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Tools - Released for CS Generator Diagnosis > Page 8417 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Tools - Released for CS Generator Diagnosis > Page 8418 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Tools - Released for CS Generator Diagnosis > Page 8419 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Tools - Released for CS Generator Diagnosis > Page 8420 Generator Not Operating Properly The charts shown can be used in place of the diagnostic procedures in previous Service Manuals when this new tool is used. This information will be included in the 1999 Service Manual. Inspect the following before testing the generator: ^ The battery. Make sure the vehicle battery is in good condition and fully charged. Refer to Battery Load Test. ^ The built in hydrometer in the battery. The green eye must be showing in the hydrometer. ^ The voltage across the battery terminals with all the loads OFF should be above 12 V. Refer to Battery Load Test. ^ Make sure the battery connections are clean and tight. ^ The drive belt for damage or looseness. ^ The wiring harness at the generator. Make sure the harness connector is tight and latched. Make sure the output terminal of the generator is connected to the vehicle battery (positive) generator lead. ^ All the charging system related fuses and electrical connections for damage or looseness. Refer to the starter and charging system schematics. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Specifications > Amperage Alternator: Specifications Amperage Model ................................................................................................................................................... ..................................................................... CS130D Rated Output ................................................... .............................................................................................................................................................. . 105A Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Specifications > Amperage > Page 8423 Alternator: Specifications Charging Voltage 13.0-16.0 Volts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions Alternator: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8426 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8427 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8428 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8429 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8430 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8431 Alternator: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8432 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8433 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8434 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8435 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8436 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8437 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8438 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8439 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8440 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8441 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8442 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8443 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8444 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8445 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8446 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8447 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8448 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8449 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8450 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8451 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8452 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8453 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8454 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8455 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8456 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 8457 Generator Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Service and Repair > General Alternator: Service and Repair General The generator does not require periodic lubrication. The rotor shaft is mounted on bearings. Each bearing contains a permanent grease supply. At periodic intervals, check the mounting bolts for tightness and the drive belt for tension. The drive belt is self-adjusting within tensioner operating limits. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Service and Repair > General > Page 8460 Alternator: Service and Repair Unit Repair The CS-130D generator is serviced as a complete assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8471 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8472 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8473 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8474 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8475 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8480 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8481 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > Customer Interest: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8482 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8492 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8493 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8494 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8495 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 8496 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder Technical Service Bulletin # 73-01-09 Date: 971001 Starting - Revised Procedures for Inop Ignition Cylinder File In Section: 0 - General Information Bulletin No.: 73-01-09 Date: October, 1997 INFORMATION Subject: New Tumblers for Cylinder Recoding, Revised Repair Procedures for Inoperative Ignition Cylinders (Seized/Won't Rotate), Labor Operation/Time Allowances Models: 1995-97 Buick Skylark, Riviera 1995-97 Chevrolet Cavalier 1997 Chevrolet Corvette, Malibu, Venture 1995-97 Oldsmobile Achieva 1997 Oldsmobile Aurora, Cutlass, Silhouette 1995-97 Pontiac Grand Am, Sunfire 1997 Pontiac Grand Prix, Trans Sport 1995-97 Chevrolet and GMC C/K, S/T Models 1996-97 Chevrolet and GMC G, M/L Vans 1996-97 Oldsmobile Bravada The information in this bulletin concerns new designed tumblers for recoding lock cylinders that use double sided reversible keys, revised procedures for servicing ignition lock cylinders that are seized or not able to rotate and revised labor time guide information and allowances. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8501 The existing labor operation (E7200) has been changed to include "Add" conditions for cylinders that will not rotate. New Tumblers New tumblers are available from GMSPO for recoding lock cylinders that use double-sided reversible keys. These new tumblers should be used immediately and information about the disposition of original tumblers will be provided by GMSPO. Figure 1 shows the new tumbler profile. The shaded area was part of the original tumbler profile, and is removed on the new tumblers. The new part numbers for the tumblers are as follows: Part No. 2852732 = Tumbler # 1 Part No. 2852733 = Tumbler # 2 Part No. 2852734 = Tumbler # 3 Part No. 2852735 = Tumbler # 4 Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. New Procedures For Seized/Won't Rotate Column Mounted Ign. CYL. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8502 A. On G, J and N Models: DO NOT REMOVE THE STEERING COLUMN as indicated in the Service Manual procedure. 1. Remove the tilt lever, upper and lower column covers. 2. Drill hole in module housing as indicated in the illustration using a short drill bit (1/8" followed by 9/32") and 90 degree drill motor or go degree drill attachment to break or access the retaining spring for the lock cylinder button, see Figure 2. 3. Using a pick or needle nose pliers, remove the retaining spring from the hole. 4. Using pliers, grasp and remove the retaining button for the cylinder. 5. Remove the cylinder from the housing. 6. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 7. Install the new cylinder and reinstall the steering column components. B. On U, W, and light duty trucks, follow the Service Manual procedure for keys missing, or cylinders won't rotate. Procedure: Instrument Panel Mounted Switches Important: This new procedure involves drilling a hole through the plastic ignition switch and into the lock cylinder slightly to break or access a cylinder release button retaining spring (similar to G, J and N models). The removal of the broken spring and then the release button will allow the switch to be reused. 1. Remove the necessary trim panels to gain access to the instrument panel mounted switch (refer to information in "Body and Accessories Section, Instrument Panel, Gauges and Consoles"). a. On instrument panel mounted N models (Malibu and Cutlass), the switch and cylinder can be accessed after removing the instrument cluster assembly and positioning the switch/cylinder upward in the cavity for the cluster assembly. b. On Corvette models, the switch and cylinder can be accessed after removing the knee bolster from the lower instrument panel area and positioning the switch/cylinder downward from its location on the instrument panel. 2. Loosen switch from instrument panel and disconnect the electrical connections, BUT NOT the cable connection for BTSI (Brake/Transmission Shift Interlock). 3. Protect the immediate work area with a fender cover or other suitable material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 73-01-09 > Oct > 97 > Starting - Revised Procedures for Inop Ignition Cylinder > Page 8503 4. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 3. 5. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. 6. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location, and slightly into the lock cylinder surface to break the release button retaining spring. 7. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. 8. Grasp the lock cylinder, remove it from the switch housing. 9. Remove any plastic "flash" from the drilling operations and, using compressed air, blow out the ignition switch assembly. 10. Follow the procedures in the General Information Section of the appropriate vehicle Service Manual when recoding of cylinders is required. 11. Install the new cylinder(s) as required by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32" hole previously drilled in the housing. 12. Reassemble the ignition switch and instrument panel components as indicated by the appropriate Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 8508 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 8509 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 01-08-49-020 > Dec > 01 > Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure Ignition Switch Lock Cylinder: All Technical Service Bulletins Ignition Switch Lock - Remove/Install Procedure File In Section: 8 Chassis/Body Electrical Bulletin No.: 63-83-16A Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8C - New Ignition Switch Lock Cylinder Remove/Install Procedure Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass This bulletin is being revised to add an "Important" statement to Step 9 regarding the procedure if an ignition key or key code is not available. Please discard Corporate Bulletin Number 63-83-16 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the remove/install procedure for the ignition switch lock cylinder in Section 8C of the Service Manual (GMP/97-LN-1). Please insert the following information in the instrument Panel, Gauges and Console section of the Service Manual. IGNITION SWITCH LOCK CYLINDER (Refer to Figure 26 in the Service Manual) The ignition key is needed to properly remove the ignition switch lock cylinder from the ignition switch. If the ignition key or key code is unavailable, follow the instructions in the "Important" statement after Step 9 of "Remove or Disconnect". Procedure Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. Refer to Disabling SIR in Section 8C of the Service Manual. 3. Ignition switch trim ring. 4. Accessory trim plate. Refer to Accessory Trim Plate in Section 8C of the Service Manual. 5. Upper steering column cover. Refer to Steering Column Covers in Steering Wheel and Column On Vehicle Service in Section 3F of the Service Manual. 6. Instrument cluster trim plate. Refer to Cluster Trim Plate in Section 8C of the Service Manual. 7. Instrument cluster. Refer to Instrument Panel Cluster in Section 8C of the Service Manual. 8. Ignition switch assembly bolts. 9. Ignition switch assembly electrical connectors. Important: If the ignition key or key code is not available or the ignition cylinder will not rotate, use the following procedure to drill a hole in the switch and remove the cylinder. It "Pass Lock" equipped, there is no need to disconnect prior to cylinder removal. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 8519 a. Locate the surface for the cylinder release button on the plastic ignition switch housing and center punch a location on the "rib" approximately 3/8" rearward (toward the key entry end) from the cylinder release button, see Figure 1. b. Using a 1/8" drill bit, carefully drill a pilot hole through the plastic housing only. c. Using a 9/32" drill bit, carefully drill a larger hole at the pilot location and slightly into the lock cylinder surface to break the release button retaining spring. d. Remove portions of the broken spring from the hole using a small pair of needle nose pliers (or other suitable tool) and turn switch over to shake out the release button. e. Grasp the lock cylinder, remove it from the switch body and check the cylinder code, see Figure 2. f. Remove any plastic "flash" from the drilling operations and using compressed air, blow out the ignition switch assembly. g. Install the new cylinder by rotating both the cylinder and ignition switch to the "ON" position and pushing the cylinder into the switch. It may be necessary to depress the release button slightly as it passes by the 9/32' hole previously drilled in the housing. 10. Ignition lock cable from ignition switch assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Technical Service Bulletins > All Other Service Bulletins for Ignition Switch Lock Cylinder: > 63-83-16A > May > 97 > Ignition Switch Lock - Remove/Install Procedure > Page 8520 11. Ignition switch assembly from vehicle. 12. Insert key into ignition switch cylinder and rotate to the RUN position. 13. Press the cylinder release plunger (located at the 4 o'clock position) on the ignition switch assembly. 14. Pull cylinder from ignition switch with key. Install or Connect 1. Cylinder to ignition switch, verify engagement and operation with key. 2. Ignition switch assembly to vehicle. 3. Ignition lock cable to ignition switch assembly, verify engagement. 4. Ignition switch assembly electrical connectors, verify engagement. 5. Ignition switch assembly bolts. 6. Instrument cluster. 7. Instrument cluster trim plate. 8. Upper steering column cover. 9. Accessory trim plate. 10. Ignition switch trim ring. 11. Enable SIR system. Refer to Enabling SIR in Section 8C of the Service Manual. 12. Negative battery cable. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time Cylinder, Ignition Use published E7200 Lock - R & R or labor operation Replace time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information Key: Technical Service Bulletins Locks - Key Code Security Rules and Information INFORMATION Bulletin No.: 10-00-89-010 Date: May 27, 2010 Subject: Key Code Security Rules and Information on GM KeyCode Look-Up Application (Canada Only) Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saturn and Saab 2002 and Prior Isuzu Attention: This bulletin has been created to address potential issues and questions regarding KeyCode security. This bulletin should be read by all parties involved in KeyCode activity, including dealer operator, partner security coordinator, sales, service and parts departments. A copy of this bulletin should be printed and maintained in the parts department for use as a reference. Important U.S. dealers should refer to Corporate Bulletin Number 10-00-89-009. Where Are Key Codes Located? General Motors provides access to KeyCodes through three sources when a vehicle is delivered to a dealer. Vehicle KeyCodes are located on the original vehicle invoice to the dealership. There is a small white bar coded tag sent with most new vehicles that also has the key code printed on it. Dealerships should make a practice of comparing the tag's keycode numbers to the keycode listed on the invoice. Any discrepancy should be reported immediately to the GM of Canada Key Code Inquiry Desk. Remember to remove the key tag prior to showing vehicles to potential customers. The third source for Key codes is through the GM KeyCode Look-Up feature within the OEConnection D2DLink application. KeyCode Look-Up currently goes back 17 previous model years from the current model year. When a vehicle is received by the dealership, care should be taken to safeguard the original vehicle invoice and KeyCode tag provided with the vehicle. Potential customers should not have access to the invoice or this KeyCode tag prior to the sale being completed. After a sale has been completed, the KeyCode information belongs to the customer and General Motors. Tip Only the original invoice contains key code information, a re-printed invoice does not. GM KeyCode Look-Up Application for GM of Canada Dealers All dealers should review the General Motors of Canada KeyCode Look-Up Policies and Procedures (Service Policy & Procedures Manual Section 3.1.6 "Replacement of VIN plates & keys"). Please note that the KeyCode Access site is restricted. Only authorized users should be using this application. Please see your Parts Manager for site authorized users. KeyCode Look-Up currently goes back 17 years from current model year. Important notes about security: - Users may not access the system from multiple computers simultaneously. - Users may only request one KeyCode at a time. - KeyCode information will only be available on the screen for 2 minutes. - Each user is personally responsible for maintaining and protecting their password. - Never share your password with others. - User Id's are suspended after 6 consecutive failed attempts. - User Id's are disabled if not used for 90 days. - Processes must be in place for regular dealership reviews. - The Parts Manager (or assigned management) must have processes in place for employee termination or life change events. Upon termination individuals access must be turned off immediately and access should be re-evaluated upon any position changes within the dealership. - If you think your password or ID security has been breached, contact Dealer Systems Support at 1-800-265-0573. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 8525 Each user will be required to accept the following agreement each time the KeyCode application is used. Key Code User Agreement - Key codes are proprietary information belonging to General Motors Corporation and to the vehicle owner. - Unauthorized access to, or use of, key code information is unlawful and may subject the user to criminal and civil penalties. - This information should be treated as strictly confidential and should not be disclosed to anyone unless authorized. I will ensure that the following information is obtained prior to releasing any Key Code information: 1. Government issued picture ID (Drivers License) 2. Registration or other proof of ownership. Registration should have normal markings from the Province that issued the registration and possibly the receipt for payment recorded as well. Important - GM takes this agreement seriously. Each user must be certain of vehicle ownership before giving out key codes. - When the ownership of the vehicle is in doubt, dealership personnel should not provide the information. Key code requests should never be received via a fax or the internet and key codes should never be provided to anyone in this manner. A face to face contact with the owner of the vehicle is the expected manner that dealers will use to release a key code or as otherwise stipulated in this bulletin or other materials. - Key codes should NEVER be sent via a fax or the internet. - Each Dealership should create a permanent file to document all KeyCode Look Up transactions. Requests should be filed by VIN and in each folder retain copies of the following: - Government issued picture ID (Drivers License) - Registration or other proof of ownership. - Copy of the paid customer receipt which has the name of the employee who cut and sold the key to the customer. - Do not put yourself or your Dealership in the position of needing to "explain" a KeyCode Look Up to either GM or law enforcement officials. - Dealership Management has the ability to review all KeyCode Look-Up transactions. - Dealership KeyCode documentation must be retained for two years. Frequently Asked Questions (FAQs) for GM of Canada Dealers How do I request a KeyCode for customer owned vehicle that is not registered? Scrapped, salvaged or stored vehicles that do not have a current registration should still have the ownership verified by requesting the vehicle title, current insurance policy and / or current lien holder information from the customers financing source. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. In these cases, a short description of the vehicle (scrapped, salvaged, etc.) and the dealership location should be kept on file. Any clarifying explanation should be entered into the comments field. How do I document a KeyCode request for a vehicle that is being repossessed? The repossessor must document ownership of the vehicle by providing a court ordered repossession order and lien-holder documents prior to providing key code information. Copies of the repossessors Drivers License and a business card should be retained by the dealership for documentation. What do I do if the registration information is locked in the vehicle? Every effort should be made to obtain complete information for each request. Each Dealership will have to decide on a case by case basis if enough information is available to verify the customer's ownership of the vehicle. Other forms of documentation include vehicle title, insurance policy, and or current lien information from the customers financing source. Dealership Management must be involved in any request without complete information. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. Can I get a print out of the information on the screen? It is important to note that the Key Code Look Up Search Results contain sensitive and/or proprietary information. For this reason GM recommends against printing it. If the Search Results must be printed, store and/or dispose of the printed copy properly to minimize the risk of improper or illegal use. Who in the dealership has access to the KeyCode application? Dealership Parts Manager (or assigned management) will determine, and control, who is authorized to access the KeyCode Look Up application. However, we anticipate that dealership parts and service management will be the primary users of the application. The KeyCode Look Up application automatically tracks each user activity session. Information tracked by the system includes: User name, User ID, all other entered data and the date/time of access. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 8526 What if I input the VIN incorrectly? If an incorrect VIN is entered into the system (meaning that the system does not recognize the VIN or that the VIN has been entered incorrectly) the system will return an error message. If I am an authorized user for the KeyCode application, can I access the application from home? Yes. What if I suspect key code misuse? Your dealership should communicate the proper procedures for requesting key codes. Any suspicious activity either within the dealership or externally should be reported to Dealer Systems Support at 1-800-265-0573 or GM of Canada Key Code Inquiry Desk at 1-905-644-4892. Whose key codes can I access through the system? At this time the following Canadian vehicle codes are available through the system: Chevrolet, Cadillac, Buick, Pontiac, GMC, HUMMER (H2 and H3 only), Oldsmobile, Saturn, Saab and Isuzu (up to 2002 model year) for a maximum of 17 model years. What should I do if I enter a valid VIN and the system does not produce any key code information? Occasionally, the KeyCode Look Up application may not produce a key code for a valid VIN. This may be the result of new vehicle information not yet available. In addition, older vehicle information may have been sent to an archive status. If you do not receive a key code returned for valid VIN, you should contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. How do I access KeyCodes if the KeyCode Look-up system is down? If the KeyCode Look-up system is temporarily unavailable, you can contact the original selling dealer who may have it on file or contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the customer is dealing with an emergency lock-out situation, you need to have the customer contact Roadside assistance, OnStar if subscribed, or 911. What should I do if the KeyCode from the look-up system does not work on the vehicle? On occasion a dealer may encounter a KeyCode that will not work on the vehicle in question. In cases where the KeyCode won't work you will need to verify with the manufacturer of the cutting equipment that the key has been cut correctly. If the key has been cut correctly you may be able to verify the proper KeyCode was given through the original selling dealer. When unable to verify the KeyCode through the original selling dealer contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the key has been cut correctly and the code given does not work, the lock cylinder may have been changed. In these situations following the proper SI document for recoding a key or replacing the lock cylinder may be necessary. How long do I have to keep KeyCode Records? Dealership KeyCode documentation must be retained for two years. Can I get a KeyCode changed in the Look-Up system? Yes, KeyCodes can be changed in the Look-Up system if a lock cylinder has been changed. Contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. What information do I need before I can provide a driver of a company fleet vehicle Keys or KeyCode information? The dealership should have a copy of the individual's driver's license, proof of employment and registration. If there is any question as to the customer's employment by the fleet company, the dealer should attempt to contact the fleet company for verification. If there is not enough information to determine ownership and employment, this information should not be provided. How do I document a request from an Independent Repair facility for a KeyCode or Key? The independent must provide a copy of their driver's license, proof of employment and signed copy of the repair order for that repair facility. The repair order must include customer's name, address, VIN, city, province and license plate number. Copies of this information must be included in your dealer KeyCode file. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 8527 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions Neutral Safety Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8532 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8533 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8534 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8535 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8536 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8537 Neutral Safety Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8538 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8539 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8540 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8541 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8542 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8543 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8544 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8545 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8546 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8547 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8548 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8549 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8550 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8551 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8552 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8553 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8554 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8555 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8556 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8557 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8558 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8559 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8560 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8561 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8562 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Technical Service Bulletins > Customer Interest for Starter Motor: > 83-64-16 > Jun > 98 > Battery - Weak, Discharged/Slow Starting/GEN or MIL On Starter Motor: Customer Interest Battery - Weak, Discharged/Slow Starting/GEN or MIL On File In Section: 6 - Engine Bulletin No.: 83-64-16 Date: June, 1998 Subject: Weak or Discharged Battery, Slow Starting, GEN or MIL Lamp On, Various Driveability Symptoms (Repair B+ Stud and/or Wiring on Starter) Models: 1997-98 Buick Skylark 1997-98 Chevrolet Cavalier, Malibu 1997-98 Oldsmobile Achieva, Cutlass 1997-98 Pontiac Grand Am, Sunfire with 2.2L, 2.4L, 3.1L Engine (VINs 4, T, M - RPOs LN2, LD9, L82) Condition Some owners may report the battery is weak or discharged; the starting motor may turn slowly; the generator is not charging and/or the generator Malfunction Indicator Lamp (MIL) may be on, possibly intermittent. Driveability symptoms may also be experienced. Cause If following steps 1, 2 or 3 of strategy based diagnostics did not reveal the cause, the generator output and battery positive cable terminal at the starting motor (CKT 1 - VIN T and M; CKT 2 - VIN 4) may be loose, causing a high resistance in the battery positive circuit from the generator to the battery. Correction Inspect the condition of the starting motor B+ stud, wire, ring terminals and nut. Clean each mating surface and replace damaged parts. Tighten positive battery B+ cable to starter solenoid nut to 12 N.m (106 lb in.). Refer to the "Starting Motor Replacement" portion in the Engine Electrical Section of the Service Manual. Recharge and load test the battery if required. Refer to "Battery Charging" in the Engine Electrical Section of the Service Manual. Important: The generator and battery are not damaged and should not require replacement. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time N6480 Wiring and/or Use published Connector, labor operation Starter - Repair time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Starter Motor: > 83-64-16 > Jun > 98 > Battery - Weak, Discharged/Slow Starting/GEN or MIL On Starter Motor: All Technical Service Bulletins Battery - Weak, Discharged/Slow Starting/GEN or MIL On File In Section: 6 - Engine Bulletin No.: 83-64-16 Date: June, 1998 Subject: Weak or Discharged Battery, Slow Starting, GEN or MIL Lamp On, Various Driveability Symptoms (Repair B+ Stud and/or Wiring on Starter) Models: 1997-98 Buick Skylark 1997-98 Chevrolet Cavalier, Malibu 1997-98 Oldsmobile Achieva, Cutlass 1997-98 Pontiac Grand Am, Sunfire with 2.2L, 2.4L, 3.1L Engine (VINs 4, T, M - RPOs LN2, LD9, L82) Condition Some owners may report the battery is weak or discharged; the starting motor may turn slowly; the generator is not charging and/or the generator Malfunction Indicator Lamp (MIL) may be on, possibly intermittent. Driveability symptoms may also be experienced. Cause If following steps 1, 2 or 3 of strategy based diagnostics did not reveal the cause, the generator output and battery positive cable terminal at the starting motor (CKT 1 - VIN T and M; CKT 2 - VIN 4) may be loose, causing a high resistance in the battery positive circuit from the generator to the battery. Correction Inspect the condition of the starting motor B+ stud, wire, ring terminals and nut. Clean each mating surface and replace damaged parts. Tighten positive battery B+ cable to starter solenoid nut to 12 N.m (106 lb in.). Refer to the "Starting Motor Replacement" portion in the Engine Electrical Section of the Service Manual. Recharge and load test the battery if required. Refer to "Battery Charging" in the Engine Electrical Section of the Service Manual. Important: The generator and battery are not damaged and should not require replacement. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time N6480 Wiring and/or Use published Connector, labor operation Starter - Repair time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Technical Service Bulletins > Page 8576 Starter Motor: Specifications Starter cable ........................................................................................................................................ ...................................................... 12 N.m (106 lb in) Lower/upper starter bolt to .............................. ........................................................................................................................................... 90 N.m (66 lb ft) Negative battery cable bolt to ...................................................................................................... ............................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Technical Service Bulletins > Page 8577 Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions Starter Motor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8580 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8581 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8582 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8583 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8584 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8585 Starter Motor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8586 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8587 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8588 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8589 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8590 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8591 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8592 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8593 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8594 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8595 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8596 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8597 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8598 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8599 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8600 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8601 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8602 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8603 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8604 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8605 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8606 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8607 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8608 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8609 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 8610 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Diagrams > Page 8611 Starter Motor: Description and Operation PG260 Starter Motor Assembly (Typical) The PG260 starter motor features small permanent magnets mounted inside the field frame and a planetary gear reduction mechanism between the armature and drive. A permanent magnet gear reduction motor is about half the weight and size of a field coil motor having the same cranking performance. The drive housing encloses the shift lever, the shift lever mechanism, and the solenoid plunger to protect them from exposure to dirt, icing conditions, and splash. When the ignition switch is moved to the start position, battery voltage is sent to the starter solenoid contacts. This will energize the solenoid windings and cause movement of the solenoid plunger and shift lever which causes the drive pinion to engage the engine flywheel ring gear and the solenoid switch contacts to close. When the solenoid switch contacts close, the starter motor is energized and cranking takes place. As the engine starts, the pinion overrun clutch protects the motor armature from excessive speed until the ignition switch is opened. Once the solenoid windings are de-energized, the return spring causes the pinion to disengage. To prevent excessive overrun. the ignition switch should he opened immediately when the engine starts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Testing and Inspection > General Information - Starter Starter Motor: Testing and Inspection General Information - Starter If the battery, wiring, and switches are in satisfactory condition, and the engine is known to be functioning properly, remove the motor from the vehicle and follow the procedures shown in No Load Test. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Testing and Inspection > General Information - Starter > Page 8614 Starter Motor: Testing and Inspection No-Load Test - Starter No Load Test NOTE: Never operate the cranking motor more than 30 seconds at a time without pausing to allow it to cool for at least 2 minutes. Overheating, caused by excessive cranking will seriously damage the cranking motor. Make connection as shown. Close the switch and compare the RPM, current, and voltage readings with values shown in Starter Usage Chart. If the starter does not meet these values replace the starter. The following conditions indicate possible causes of starter problems: 1. Rated current draw and no-load speed indicates normal condition of the starter motor. 2. Low free speed and high current draw indicates: ^ Too much friction - tight, dirty, or worn bushings, bent armature shaft allowing armature to drag. ^ Shorted armature. ^ Grounded armature or fields. 3. Failure to operate with high current draw indicates: ^ A direct ground in the terminal or fields. ^ "Frozen" bearings. 4. Failure to operate with low or no current draw indicates: ^ Open solenoid windings. ^ Open field circuit. ^ Open armature coils. ^ Broken brush springs, worn brushes, high insulation between the commutator bars or other causes which would prevent good contact between the brushes and commutator. 5. Low no-load speed and low current draw indicates: ^ High internal resistance due to poor connections, defective leads, dirty commutator and causes listed under step Number 4 above. 6. High free speed and high current draw usually indicate shorted fields. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Testing and Inspection > General Information - Starter > Page 8615 Starter Motor Noise Diagnosis Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information > Testing and Inspection > Page 8616 Starter Motor: Service and Repair The PG260 starter is to be replaced as a complete unit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions Starter Solenoid: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8622 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8623 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8624 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8625 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8626 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8627 Starter Solenoid: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8628 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8629 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8630 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8631 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8632 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8633 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8634 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8635 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8636 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8637 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8638 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8639 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8640 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8641 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8642 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8643 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8644 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8645 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8646 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8647 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8648 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8649 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8650 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8651 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 8652 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet > Component Information > Technical Service Bulletins > Customer Interest for Auxiliary Power Outlet: > 99-08-45-005 > Nov > 99 > Accessory Receptacle/Cigar Lighter - Inoperative Auxiliary Power Outlet: Customer Interest Accessory Receptacle/Cigar Lighter - Inoperative File In Section: 08 - Body and Accessories Bulletin No.: 99-08-45-005 Date: November, 1999 TECHNICAL Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for Short to Ground) Models: 1995-2000 Passenger Cars and Trucks Condition Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or that the internal fuse (within the plug on an aftermarket device), blows intermittently. Cause Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini fuse may have an external terminal (which may be used to externally check the fuse). If the mini fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device), to blow intermittently. Correction Test the aftermarket device plug for short to ground. The following step may be performed at the customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it would be the owner's responsibility. 1. Place a piece of tape over the mini fuse terminal temporarily. 2. Explain to the customer that the fuse for the device must have no exposed terminals, and that finding one would be his responsibility. 3. Refer the customer to the manufacturer of the aftermarket device for a new plug. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Auxiliary Power Outlet: > 99-08-45-005 > Nov > 99 > Accessory Receptacle/Cigar Lighter - Inoperative Auxiliary Power Outlet: All Technical Service Bulletins Accessory Receptacle/Cigar Lighter Inoperative File In Section: 08 - Body and Accessories Bulletin No.: 99-08-45-005 Date: November, 1999 TECHNICAL Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for Short to Ground) Models: 1995-2000 Passenger Cars and Trucks Condition Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or that the internal fuse (within the plug on an aftermarket device), blows intermittently. Cause Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini fuse may have an external terminal (which may be used to externally check the fuse). If the mini fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device), to blow intermittently. Correction Test the aftermarket device plug for short to ground. The following step may be performed at the customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it would be the owner's responsibility. 1. Place a piece of tape over the mini fuse terminal temporarily. 2. Explain to the customer that the fuse for the device must have no exposed terminals, and that finding one would be his responsibility. 3. Refer the customer to the manufacturer of the aftermarket device for a new plug. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet > Component Information > Technical Service Bulletins > Page 8667 Top RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet > Component Information > Technical Service Bulletins > Page 8668 Auxiliary Power Outlet Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Technical Service Bulletins > Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > I/P Junction Block > Page 8675 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Application and ID > Underhood Bussed Electrical Center Fuse: Application and ID Underhood Bussed Electrical Center Underhood Bussed Electrical Center Underhood Bussed Electrical Center (Part 1 Of 2) Underhood Bussed Electrical Center (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 8678 Fuse: Application and ID I/P Bussed Electrical Center LH I/P Bussed Electrical Center LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 8679 RH I/P Bussed Electrical Center RH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Locations > I/P Junction Block > Page 8684 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 Fuse Block: Diagrams C1 Underhood Bussed Electrical Center: C1 Pinout Description Underhood Bussed Electrical Center: C1 (Part 1 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8687 Underhood Bussed Electrical Center: C1 (Part 2 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8688 Underhood Bussed Electrical Center: C1 (Part 3 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8689 Underhood Bussed Electrical Center: C1 (Part 4 Of 5) Underhood Bussed Electrical Center: C1 (Part 5 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8690 Fuse Block: Diagrams C2 Underhood Bussed Electrical Center: C2 Pinout Description Underhood Bussed Electrical Center: C2 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8691 Underhood Bussed Electrical Center: C2 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8692 Underhood Bussed Electrical Center: C2 (Part 3 Of 4) Underhood Bussed Electrical Center: C2 (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8693 Fuse Block: Diagrams C3 Underhood Bussed Electrical Center: C3 Pinout Description Underhood Bussed Electrical Center: C3 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8694 Underhood Bussed Electrical Center: C3 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8695 Underhood Bussed Electrical Center: C3 (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8696 Underhood Bussed Electrical Center: C3 (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8697 Underhood Bussed Electrical Center: C4 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8698 Fuse Block: Diagrams Underhood Bussed Electrical Center: C1 Pinout Description Underhood Bussed Electrical Center: C1 (Part 1 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8699 Underhood Bussed Electrical Center: C1 (Part 2 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8700 Underhood Bussed Electrical Center: C1 (Part 3 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8701 Underhood Bussed Electrical Center: C1 (Part 4 Of 5) Underhood Bussed Electrical Center: C1 (Part 5 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8702 Underhood Bussed Electrical Center: C2 Pinout Description Underhood Bussed Electrical Center: C2 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8703 Underhood Bussed Electrical Center: C2 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8704 Underhood Bussed Electrical Center: C2 (Part 3 Of 4) Underhood Bussed Electrical Center: C2 (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8705 Underhood Bussed Electrical Center: C3 Pinout Description Underhood Bussed Electrical Center: C3 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8706 Underhood Bussed Electrical Center: C3 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8707 Underhood Bussed Electrical Center: C3 (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8708 Underhood Bussed Electrical Center: C3 (Part 4 Of 4) Underhood Bussed Electrical Center: C4 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8709 Underhood Bussed Electrical Center: C5 Underhood Bussed Electrical Center: C6 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8710 Underhood Bussed Electrical Center: C7 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Application and ID > Underhood Bussed Electrical Center Fuse Block: Application and ID Underhood Bussed Electrical Center Underhood Bussed Electrical Center Underhood Bussed Electrical Center (Part 1 Of 2) Underhood Bussed Electrical Center (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 8713 Fuse Block: Application and ID I/P Bussed Electrical Center LH I/P Bussed Electrical Center LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 8714 RH I/P Bussed Electrical Center RH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Application and ID > Page 8715 Fuse Block: Service and Repair Underhood Bussed Electrical Center REMOVE OR DISCONNECT 1. Negative battery cable from battery. 2. Positive cable from battery. 3. Air inlet. 4. Cover from B.E.C. and battery cable. 5. Splice pack from inner fender. 6. Pull B.E.C. out of bracket and rotate clockwise 180 degrees. 7. Unsnap bottom cover. 8. Connectors from B.E.C. 9. B.E.C. INSTALL OR CONNECT 1. B.E.C. 2. Connectors to B.E.C. 3. Snap bottom cover. 4. Rotate counterclockwise 180 degrees. Push B.E.C. into bracket. 5. Splice pack to inner fender. 6. Battery cable and cover to B.E.C. 7. Air inlet. 8. Positive cable to battery. 9. Negative battery cable to battery. Tighten ^ Bolts to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fusible Link > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8723 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8724 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8725 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8726 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8727 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8728 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Power Interrupt Connector/Switch > Component Information > Description and Operation Power Interrupt Connector/Switch: Description and Operation The Battery Rundown Function helps to prevent the Battery from deep discharge due to interior/courtesy lighting being inadvertently left ON. It performs this function by turning OFF the inadvertent power output (which provides power for the interior/courtesy lights). When the Ignition Switch is turned to the OFF position a time out period is started. This time out period is 3 minutes when the odometer is less than 24 km (15 miles) and it is 20 minutes when the odometer is greater than 24 km (15 miles). When the time out expires the inadvertent power output is turned off. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Relays and Modules - Power and Ground Distribution > Relay Box > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Relays and Modules - Power and Ground Distribution > Relay Box > Component Information > Locations > I/P Junction Block > Page 8737 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Relay Box > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Relay Box > Component Information > Locations > I/P Junction Block > Page 8742 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Sensors and Switches - Power and Ground Distribution > Power Interrupt Connector/Switch > Component Information > Description and Operation Power Interrupt Connector/Switch: Description and Operation The Battery Rundown Function helps to prevent the Battery from deep discharge due to interior/courtesy lighting being inadvertently left ON. It performs this function by turning OFF the inadvertent power output (which provides power for the interior/courtesy lights). When the Ignition Switch is turned to the OFF position a time out period is started. This time out period is 3 minutes when the odometer is less than 24 km (15 miles) and it is 20 minutes when the odometer is greater than 24 km (15 miles). When the time out expires the inadvertent power output is turned off. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8755 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8756 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8757 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8763 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8764 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8765 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8770 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8771 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8772 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8773 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8774 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8775 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair > Page 8780 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8786 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8787 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8788 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8789 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8790 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8791 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair > Page 8796 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information > Technical Service Bulletins > Customer Interest for Auxiliary Power Outlet: > 99-08-45-005 > Nov > 99 > Accessory Receptacle/Cigar Lighter - Inoperative Auxiliary Power Outlet: Customer Interest Accessory Receptacle/Cigar Lighter - Inoperative File In Section: 08 - Body and Accessories Bulletin No.: 99-08-45-005 Date: November, 1999 TECHNICAL Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for Short to Ground) Models: 1995-2000 Passenger Cars and Trucks Condition Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or that the internal fuse (within the plug on an aftermarket device), blows intermittently. Cause Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini fuse may have an external terminal (which may be used to externally check the fuse). If the mini fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device), to blow intermittently. Correction Test the aftermarket device plug for short to ground. The following step may be performed at the customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it would be the owner's responsibility. 1. Place a piece of tape over the mini fuse terminal temporarily. 2. Explain to the customer that the fuse for the device must have no exposed terminals, and that finding one would be his responsibility. 3. Refer the customer to the manufacturer of the aftermarket device for a new plug. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Auxiliary Power Outlet: > 99-08-45-005 > Nov > 99 > Accessory Receptacle/Cigar Lighter - Inoperative Auxiliary Power Outlet: All Technical Service Bulletins Accessory Receptacle/Cigar Lighter Inoperative File In Section: 08 - Body and Accessories Bulletin No.: 99-08-45-005 Date: November, 1999 TECHNICAL Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for Short to Ground) Models: 1995-2000 Passenger Cars and Trucks Condition Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or that the internal fuse (within the plug on an aftermarket device), blows intermittently. Cause Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini fuse may have an external terminal (which may be used to externally check the fuse). If the mini fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device), to blow intermittently. Correction Test the aftermarket device plug for short to ground. The following step may be performed at the customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it would be the owner's responsibility. 1. Place a piece of tape over the mini fuse terminal temporarily. 2. Explain to the customer that the fuse for the device must have no exposed terminals, and that finding one would be his responsibility. 3. Refer the customer to the manufacturer of the aftermarket device for a new plug. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information > Technical Service Bulletins > Page 8811 Top RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information > Technical Service Bulletins > Page 8812 Auxiliary Power Outlet Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Technical Service Bulletins > Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > I/P Junction Block > Page 8819 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Application and ID > Underhood Bussed Electrical Center Fuse: Application and ID Underhood Bussed Electrical Center Underhood Bussed Electrical Center Underhood Bussed Electrical Center (Part 1 Of 2) Underhood Bussed Electrical Center (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 8822 Fuse: Application and ID I/P Bussed Electrical Center LH I/P Bussed Electrical Center LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 8823 RH I/P Bussed Electrical Center RH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations > I/P Junction Block > Page 8828 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 Fuse Block: Diagrams C1 Underhood Bussed Electrical Center: C1 Pinout Description Underhood Bussed Electrical Center: C1 (Part 1 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8831 Underhood Bussed Electrical Center: C1 (Part 2 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8832 Underhood Bussed Electrical Center: C1 (Part 3 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8833 Underhood Bussed Electrical Center: C1 (Part 4 Of 5) Underhood Bussed Electrical Center: C1 (Part 5 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8834 Fuse Block: Diagrams C2 Underhood Bussed Electrical Center: C2 Pinout Description Underhood Bussed Electrical Center: C2 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8835 Underhood Bussed Electrical Center: C2 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8836 Underhood Bussed Electrical Center: C2 (Part 3 Of 4) Underhood Bussed Electrical Center: C2 (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8837 Fuse Block: Diagrams C3 Underhood Bussed Electrical Center: C3 Pinout Description Underhood Bussed Electrical Center: C3 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8838 Underhood Bussed Electrical Center: C3 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8839 Underhood Bussed Electrical Center: C3 (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8840 Underhood Bussed Electrical Center: C3 (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8841 Underhood Bussed Electrical Center: C4 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8842 Fuse Block: Diagrams Underhood Bussed Electrical Center: C1 Pinout Description Underhood Bussed Electrical Center: C1 (Part 1 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8843 Underhood Bussed Electrical Center: C1 (Part 2 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8844 Underhood Bussed Electrical Center: C1 (Part 3 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8845 Underhood Bussed Electrical Center: C1 (Part 4 Of 5) Underhood Bussed Electrical Center: C1 (Part 5 Of 5) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8846 Underhood Bussed Electrical Center: C2 Pinout Description Underhood Bussed Electrical Center: C2 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8847 Underhood Bussed Electrical Center: C2 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8848 Underhood Bussed Electrical Center: C2 (Part 3 Of 4) Underhood Bussed Electrical Center: C2 (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8849 Underhood Bussed Electrical Center: C3 Pinout Description Underhood Bussed Electrical Center: C3 (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8850 Underhood Bussed Electrical Center: C3 (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8851 Underhood Bussed Electrical Center: C3 (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8852 Underhood Bussed Electrical Center: C3 (Part 4 Of 4) Underhood Bussed Electrical Center: C4 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8853 Underhood Bussed Electrical Center: C5 Underhood Bussed Electrical Center: C6 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > C1 > Page 8854 Underhood Bussed Electrical Center: C7 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID > Underhood Bussed Electrical Center Fuse Block: Application and ID Underhood Bussed Electrical Center Underhood Bussed Electrical Center Underhood Bussed Electrical Center (Part 1 Of 2) Underhood Bussed Electrical Center (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 8857 Fuse Block: Application and ID I/P Bussed Electrical Center LH I/P Bussed Electrical Center LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID > Underhood Bussed Electrical Center > Page 8858 RH I/P Bussed Electrical Center RH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID > Page 8859 Fuse Block: Service and Repair Underhood Bussed Electrical Center REMOVE OR DISCONNECT 1. Negative battery cable from battery. 2. Positive cable from battery. 3. Air inlet. 4. Cover from B.E.C. and battery cable. 5. Splice pack from inner fender. 6. Pull B.E.C. out of bracket and rotate clockwise 180 degrees. 7. Unsnap bottom cover. 8. Connectors from B.E.C. 9. B.E.C. INSTALL OR CONNECT 1. B.E.C. 2. Connectors to B.E.C. 3. Snap bottom cover. 4. Rotate counterclockwise 180 degrees. Push B.E.C. into bracket. 5. Splice pack to inner fender. 6. Battery cable and cover to B.E.C. 7. Air inlet. 8. Positive cable to battery. 9. Negative battery cable to battery. Tighten ^ Bolts to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fusible Link > Component Information > Locations Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8867 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8868 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8869 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8870 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8871 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8872 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Power Interrupt Connector/Switch > Component Information > Description and Operation Power Interrupt Connector/Switch: Description and Operation The Battery Rundown Function helps to prevent the Battery from deep discharge due to interior/courtesy lighting being inadvertently left ON. It performs this function by turning OFF the inadvertent power output (which provides power for the interior/courtesy lights). When the Ignition Switch is turned to the OFF position a time out period is started. This time out period is 3 minutes when the odometer is less than 24 km (15 miles) and it is 20 minutes when the odometer is greater than 24 km (15 miles). When the time out expires the inadvertent power output is turned off. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Relays and Modules - Power and Ground Distribution > Relay Box > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Relays and Modules - Power and Ground Distribution > Relay Box > Component Information > Locations > I/P Junction Block > Page 8881 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Relay Box > Component Information > Locations > I/P Junction Block Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Relay Box > Component Information > Locations > I/P Junction Block > Page 8886 Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Sensors and Switches - Power and Ground Distribution > Power Interrupt Connector/Switch > Component Information > Description and Operation Power Interrupt Connector/Switch: Description and Operation The Battery Rundown Function helps to prevent the Battery from deep discharge due to interior/courtesy lighting being inadvertently left ON. It performs this function by turning OFF the inadvertent power output (which provides power for the interior/courtesy lights). When the Ignition Switch is turned to the OFF position a time out period is started. This time out period is 3 minutes when the odometer is less than 24 km (15 miles) and it is 20 minutes when the odometer is greater than 24 km (15 miles). When the time out expires the inadvertent power output is turned off. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8899 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8900 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8901 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8907 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8908 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8909 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8914 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8915 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8916 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8917 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8918 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8919 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair > Page 8924 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8930 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8931 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8932 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8933 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8934 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 8935 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair > Page 8940 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications Alignment: Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 8946 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 8947 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 8948 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 8949 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 8950 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 8951 Frame Angle Measurement (Express / Savana Only) ........ Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > Steering/Suspension - Wheel Alignment Specifications > Page 8952 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications > Page 8955 Alignment: Specifications Alignment Specifications Cross Camber:* Alignment ............................................................................................................................................. ..................................................................... 0.00° Tolerance ............................................................. .................................................................................................................................................... ±1.00° Cross Caster: Alignment ............................................................................................................................................. ..................................................................... 0.00° Tolerance ............................................................. .................................................................................................................................................... ±1.00° Front Camber: Alignment ............................................................................................................................................. .................................................................... -0.20° Tolerance ............................................................. .................................................................................................................................................... ±1.00° Front Caster: Alignment ............................................................................................................................................. ................................................................... +4.30° Tolerance ............................................................. .................................................................................................................................................... ±1.00° Individual Toe:** Alignment ............................................................................................................................................. ................................................................... +0.05° Tolerance ............................................................. .................................................................................................................................................... ±0.12° Rear Camber: Alignment ............................................................................................................................................. .................................................................... -0.40° Tolerance ............................................................. .................................................................................................................................................... ±0.50° Rear Sum Toe: Alignment ............................................................................................................................................. ..................................................................... 0.00° Tolerance ............................................................. .................................................................................................................................................... ±0.20° Rear Thrust Angle: Alignment ............................................................................................................................................. ..................................................................... 0.00° Tolerance ............................................................. .................................................................................................................................................... ±0.20° Sum Toe: Alignment ............................................................................................................................................. ................................................................... +0.10° Tolerance ............................................................. .................................................................................................................................................... ±0.25° * Slight Cross Camber specification differences can be made when servicing vehicle for steering pull. ** Measure the above Toe angles with steering wheel at level position, visually aligned with column. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications > Page 8956 Alignment: Specifications Torque Specifications Strut To Knuckle Nuts .......................................................................................................................... ................................................ 180 Nm (133 ft. lbs.) Tie Rod Jam Nut ................................................................................................................................................... 210° Rotation After 10 Nm (89 inch lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Page 8957 Alignment: Service Precautions NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation > Definition of Terms Alignment: Description and Operation Definition of Terms Camber Camber is the tilting of the front wheels from the vertical when viewed from the front of the vehicle. When the wheels tilt outward at the top, the camber is "positive" (+). When the wheels tilt inward at the top, the camber is "negative" (-). The amount of tilt is measured in degrees from the vertical. Camber setting will influence directional control and tire wear. Caster Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation > Definition of Terms > Page 8960 Caster is the tilting of the front steering axis (at the top) either forward or backward from the vertical. A backward tilt is "positive" (+) and a forward tilt is "negative" (-). Caster influences directional control of the steering but does not affect tire wear. Caster is affected by vehicle height, therefore it is important to keep the body at its designed height. Overloading the vehicle or a weak or sagging rear spring will affect the caster. When the rear of the vehicle is lower than its designated trim height, the front suspension moves to a more "positive" caster. If the rear of the vehicle is higher than its designated trim height, the front suspension moves to a less "positive" caster. Toe-In Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation > Definition of Terms > Page 8961 Toe is a measurement of how much the front of the wheels are turned in or out from a straight-ahead position. When the wheels are turned in, toe is "positive" (+). When the wheels are turned out, toe is "negative" (-). The actual amount of toe is normally only a fraction of a degree. The purpose of toe is to ensure that the wheels roll parallel. Toe also serves to offset the small deflections of the wheel support system which occurs when the vehicle is rolling forward. In other words, even when the wheels are set to toe in or out slightly when the vehicle is standing still, they tend to roll parallel on the road when the vehicle is moving. Toe affects tire wear. Thrust Angle The front wheels aim or steer the vehicle, but the rear wheels control tracking. This tracking action is relative to thrust angle. Thrust angle is defined as the path that the rear wheels will take. Ideally, the thrust angle is geometrically aligned with the body centerline. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation > Definition of Terms > Page 8962 Alignment: Description and Operation General Description Wheel alignment refers to the angular relationship between the wheels, control arms, suspension and the ground. When measured, the vehicle should have a full fuel tank, no passengers, and with no other loading or items in the trunk or passengers compartment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation > Page 8963 Alignment: Testing and Inspection Some degree of torque steer to the right may normally be experienced during heavy throttle application on some front-wheel-drive vehicles that do not have equal length drive axles. This is due to the right drive axle being longer than the left axle and associated difference in axle angle. Vehicles with intermediate shaft assemblies have almost equal length axles. A difference in axle length results in more torque toe-in effect to the left front wheel. This condition can be noticed when accelerating from a standing start or at lower speeds. A simple measurement to determine the degree of torque steer is to place a small piece of tape at the top center of the steering wheel. Drive the vehicle and note the inches of steering wheel deflection required to steer the vehicle straight under heavy acceleration. A comparison of like vehicles will then determine if a particular vehicle has a greater than normal degree of torque steer. The following factors may cause torque steer to be more apparent on a particular vehicle: ^ Large difference in right and left front tire pressure. ^ A slightly smaller diameter tire on the right front will increase a right torque lead. Inspect front tires for difference in brand, construction, or size. If the tires appear similar, change the front tires side to side and re-test the vehicle. Tire and wheel assemblies have the most significant effect on torque steer correction. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation > Page 8964 ^ Any looseness in control arm bushings, tie rod assemblies or steering gear mounting which permits a front wheel to pull forward and toe-in under torque more than the opposite side. A loose suspension component may also result in an opposite lead on deceleration. ^ High front trim height which would increase drive axle angle. ^ Binding or tight drive axle joint. A tight joint or high front trim height may also exhibit a wobble condition between 24 and 48 km/h (15 and 30 mph). ^ Incorrect, worn, or loose engine mounts causing adverse drive axle angles. ^ Unequal Engine/Transmission height from the left side to the right side of vehicle. If difference from side to side is more than 6 mm (17/64 inch), change trim heights by installing a stronger spring in the side which is lower, or a weaker spring in the side which is shorter than the specified "Z" heights. Replace only, do not shim engine mounts as this may cause other symptoms. ^ On occasion, side-to-side trim height differences may be the result of a faulty stabilizer shaft. To check this disconnect the stabilizer links, re-measure trim heights. If the side-to-side difference is corrected, replace the stabilizer shaft. If there is no change in trim height do not change the stabilizer shaft. A trim height difference of more than 6 mm (17/64 inch), indicates a possible bent, stabilizer shaft, attaching links, or a bent suspension component that may need replacement. The following conditions affect vehicle handling and/or a constant right or left lead separate from torque steer causes. The existence of one or more of These conditions may compound a torque steer complaint. ^ Incorrect front-wheel alignment or a rear-wheel alignment condition which would cause the vehicle to not track straight. A difference in the front wheel to rear wheel measurement compared side to side may indicate a "dog track" condition or one front wheel ahead of the other due to a misalignment or other condition. A substantial caster difference is an indication of misalignment or other condition. Front-wheel caster should be equal or within specifications and camber may be biased slightly to offset a lead condition. ^ Suspension support misalignment. ^ Front suspension damage, such as a bent strut. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair > Preliminary Inspection Alignment: Service and Repair Preliminary Inspection Steering and ride complaints are not always the result of improper alignment. Another possibility is tire "lead" due to worn or improperly manufactured tires. "Lead" is the vehicle's deviation from a straight path on a level road without pressure on the steering wheel. Refer to STEERING, SUSPENSION, TIRE AND WHEELS DIAGNOSIS, for the procedure to determine if the vehicle has a lead problem. Before making any adjustment affecting wheel alignment, make the following inspections to ensure correct alignment readings and alignment adjustments. Inspect: ^ All tires for proper inflation pressures. Also check that tires have about the same tread wear. ^ Hub and bearing assemblies for excessive wear; correct if necessary. Refer to STEERING, SUSPENSION, TIRE AND WHEELS DIAGNOSIS. ^ Ball joints and tie rod ends; if they are loose, correct them before adjusting. Refer to FRONT SUSPENSION. ^ Run-out of wheels and tires. ^ Vehicle trim height. If out of limits and a correction is to be made, do so before adjusting alignment. Refer to STEERING, SUSPENSION, TIRE AND WHEELS DIAGNOSIS for trim height chart. ^ Strut dampeners for proper operation. ^ Control arms for loose bushings. ^ Stabilizer shaft for loose or missing parts. ^ Suspension and steering components for damage and replace parts as necessary. Consideration must be given to excess loads, such as tool boxes, sample cases, etc. If these items are normally carried in the vehicle, they should remain in the vehicle during alignment adjustments. Loads such as these should be centered in the vehicle whenever possible to minimize their effects Consideration should also be given to the condition of the equipment being used to adjust alignment. Be sure to follow the equipment manufacturer's instructions. Regardless of the equipment used to adjust alignment, the vehicle must be on a level surface, both fore-and-aft and sideways. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair > Preliminary Inspection > Page 8967 Alignment: Service and Repair Ride/Trim Height Measurement and Adjustment Vehicle Ride Height Measurement Locations Prior to measuring vehicle trim height, prepare the vehicle as follows: 1. Check to be sure that: A. The fuel gage reads full. B. The spare tire and tools are properly located. C. The vehicle is free of ice, snow and mud accumulations. 2. Set front and rear tire pressure to within plus or minus 20 kPa (3 psi) of recommended pressure shown on tire placard. If two load conditions are shown on placard, use the lower load condition. 3. Close engine compartment hood and all doors. 4. Up tow kg (15.5 lbs.) may be left in trunk if it is located approximately on vehicle centerline. Remove items necessary to meet this requirement. 5. Measure the vehicle trim height as follows: ^ "Z" and "J" Dimensions: Lift front bumper of vehicle up approximately 38.0 mm (1 1/2 in). Gently remove hands and let vehicle settle. Repeat twice for a total of 3 times. Measure "Z" and "J" dimensions. Push front bumper down approximately 38.0 mm (1 1/2 inch). Gently repeat twice for a total of 3 times. Measure "Z" and "J" dimensions. True heights are the average of the high and low measurements. ^ "K" Dimension: Lift rear bumper of vehicle up approximately 38.0 mm (1 1/2 inch). Gently remove hands and let vehicle settle. Repeat twice for a total of 3 times. Measure "K" dimension. Push rear bumper down approximately 38.0 mm (1 1/2 inch). Gently remove hand and let vehicle rise omits own. Repeat twice for a total of 3 times. Measure "K" dimension. True heights are the average of the high and low measurements. Trim Height Measurements Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair > Preliminary Inspection > Page 8968 Prior to measuring vehicle trim height, prepare the vehicle as follows: 1. Check to be sure that: A. The fuel gage reads full. B. The spare tire and tools are properly located. C. The vehicle is free of ice, snow and mud accumulations. 2. Set front and rear tire pressure to within plus or minus 20 kPa (3 psi) of recommended pressure shown on tire placard. If two load conditions are shown on placard, use the lower load condition. 3. Close engine compartment hood and all doors. 4. Up tow kg (15.5 lbs.) may be left in trunk if it is located approximately on vehicle centerline. Remove items necessary to meet this requirement. 5. Measure the vehicle trim height as follows: ^ "Z" and "J" Dimensions: Lift front bumper of vehicle up approximately 38.0 mm (1 1/2 in). Gently remove hands and let vehicle settle. Repeat twice for a total of 3 times. Measure "Z" and "J" dimensions. Push front bumper down approximately 38.0 mm (1 1/2 inch). Gently repeat twice for a total of 3 times. Measure "Z" and "J" dimensions. True heights are the average of the high and low measurements. ^ "K" Dimension: Lift rear bumper of vehicle up approximately 38.0 mm (1 1/2 inch). Gently remove hands and let vehicle settle. Repeat twice for a total of 3 times. Measure "K" dimension. Push rear bumper down approximately 38.0 mm (1 1/2 inch). Gently remove hand and let vehicle rise omits own. Repeat twice for a total of 3 times. Measure "K" dimension. True heights are the average of the high and low measurements. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair > Preliminary Inspection > Page 8969 Alignment: Service and Repair Front Wheel Alignment Measuring Front Alignment Angles Important: ^ Install alignment equipment following equipment manufacturer's instructions. ^ Jounce front and rear bumpers three times to normalize suspension prior to measuring angles. ^ Measure alignment angles and record the readings. If adjustments are necessary, make them in the following order: 1. Camber. 2. Toe. Front Caster Adjustment Caster is not adjustable. If the caster angle is not within specifications, inspect for suspension support misalignment or front suspension damage. Replace parts as necessary. Refer to Body and Frame for measurement points to determine proper underbody alignment. Front Camber Adjustment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair > Preliminary Inspection > Page 8970 Important: When camber adjustment is necessary, refer to FRONT SUSPENSION for instructions on modifying the front strut. DISASSEMBLE ^ Loosen both strut to knuckle nuts just enough to allow movement. ^ Adjust camber to specification by moving top of wheel in or out. ^ Tighten strut to knuckle nuts to 180 Nm (133 ft. lbs.). Front Toe Adjustment DISASSEMBLE 1. Be sure steering wheel is set in a straight ahead position within +/- 5 °. 2. Loosen jam nut. ^ Adjust toe to specification by turning adjuster. ^ Tighten jam nut to 210 ° rotation after 10 Nm (89 inch lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair > Preliminary Inspection > Page 8971 Alignment: Service and Repair Rear Wheel Alignment After front wheel alignment has been completed the rear alignment angles should be checked if there is excessive rear tire wear or wheels do not track properly. Rear wheels should be parallel to and the same distance from the vehicles centerline. If tires do not track correctly after a front wheel alignment, no amount of adjustment will correct the problem. Poor tracking or excessive rear tire wear after a front wheel alignment usually indicates that the axle housing, frame, or suspension arms have been bent. Refer to Specifications for rear alignment angles. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Front Steering Knuckle > Component Information > Technical Service Bulletins > Steering - Various Revised Tightening Specifications Front Steering Knuckle: Technical Service Bulletins Steering - Various Revised Tightening Specifications CHEVROLET 73-32-03A Issued: 05/01/97 SMU - SECTIONS 3B/3C/4D REVISION: 04/11/97 THIS BULLETIN IS BEING REVISED TO UPDATE THE DRIVE AXLE NUT TIGHTENING SPECIFICATIONS FOR THE N CAR. PLEASE DISCARD CORPORATE BULLETIN NUMBER 73-32-03 (SECTION 3 - STEERING/SUSPENSION). SUBJECT: SERVICE MANUAL UPDATE - SECTIONS 3B/3C/4D - REVISED TIGHTENING SPECIFICATIONS MODELS: 1997 CHEVROLET CAVALIER, MALIBU 1997 OLDSMOBILE CUTLASS 1997 PONTIAC SUNFIRE THIS BULLETIN IS BEING ISSUED TO REVISE THE TIGHTENING SPECIFICATIONS IN SECTIONS 3B, 3C AND 4D OF THE SERVICE MANUAL AS FOLLOWS: J CAR SECTIONS 3B-8, 3B-9, 3C-5 AND 3C-13: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 90 DEGREE ROTATION. N CAR SECTIONS 3C-6 AND 3C-16: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 180 DEGREE ROTATION. SECTION 3B-12: THE CORRECT TIGHTENING SPECIFICATIONS ARE AS FOLLOWS: - STEERING COLUMN LOWER PINCH BOLT 22 N.M (16 LB FT) - STEERING COLUMN UPPER PINCH BOLT 22 N.M (16 LB FT) SECTIONS 3C-16, 4D-4 AND 4D-5: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - FRONT DRIVE AXLE NUT 385 N.M (284 LB FT) +/- 5 N.M (44 LB IN). REPLACE THE DRIVE AXLE NUT WITH A NEW ONE AFTER EVERY REMOVAL. NEVER RE-USE THE DRIVE AXLE NUT. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Front Steering Knuckle > Component Information > Technical Service Bulletins > Steering - Various Revised Tightening Specifications > Page 8977 Front Steering Knuckle: Technical Service Bulletins Brake Pad/Caliper/Knuckle - Inspect & Maintenance File In Section: 5 - Brakes Bulletin No.: 63-50-19 Date: January, 1997 INFORMATION Subject: Inspection/Maintenance Procedure for Restricted Movement between Brake Pad and Caliper and/or Knuckle Models: 1990.5 Buick Electra 1991-1996 Buick Park Avenue 1991-1997 Buick LeSabre, Skylark 1990-1992 Cadillac Fleetwood 1990-1996 Cadillac DeVille 1992 Cadillac Sixty Special 1992-1996 Cadillac Eldorado, Seville 1994-1996 Cadillac Concours 1992-1996 Chevrolet Beretta, Cavalier, Corsica, Lumina APV 1993.5-1997 Chevrolet Camaro 1997 Chevrolet Malibu 1990.5-1996 Oldsmobile Ninety Eight 1991 Oldsmobile Calais 1991-1997 Oldsmobile Eighty Eight 1992 Oldsmobile Toronado 1992-1996 Oldsmobile Silhouette 1992-1997 Oldsmobile Achieva 1996-1997 Oldsmobile LSS, Regency 1997 Oldsmobile Cutlass 1991-1997 Pontiac Bonneville, Grand Am 1992-1994 Pontiac Sunbird 1992-1996 Pontiac Trans Sport 1993.5-1997 Pontiac Firebird 1995-1996 Pontiac Sunfire Customer Service Notes Your customers should be made aware of the maintenance requirements of their vehicle. These owner responsibilities are described and listed in the Owner's Manual under Periodic Maintenance Inspections. (Example: brake linings, Tire and Wheel Inspection and Rotation are owner maintenance.) Some of the above listed vehicles may exhibit restricted movement between the brake pad and the caliper and/or knuckle. Movement may be restricted by: a. Debris, build-up, or b. Corrosion If the pads do not have free movement within the caliper and/or knuckle, one or both pad(s) may remain against the rotor. This may lead to the following: a. Early pad wear-out b. Rotor thickness variation (may result in pulsation) c. Rotor damage it not corrected in time. The following procedure should be used to inspect for and correct restricted pad movement: Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Front Steering Knuckle > Component Information > Technical Service Bulletins > Steering - Various Revised Tightening Specifications > Page 8978 1. Move wheel and tire from vehicle. 2. Move the piston into the caliper bore using a C-clamp (Kent-Moore tool # J 42588 or equivalent). Refer to Figure 1. Notice: Use care to avoid permanently bending the anti-rattle clips on the outboard brake pad, 5 mm (1/8 inch) is sufficient. 3. Check the outer brake pad for freedom of movement relative to the knuckle abutment. Refer to Figure 2. Important: The brake pads must move easily within the knuckle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Front Steering Knuckle > Component Information > Technical Service Bulletins > Steering - Various Revised Tightening Specifications > Page 8979 4. Using hands, push the caliper in as far as possible. The lining should retract with the piston/caliper housing. Refer to Figure 3. 5. Check the inner brake pad for freedom of movement relative to the knuckle abutment. Refer to Figure 3. 6. Repeat this procedure for the other side of the vehicle. 7. If all pads move freely, go to Step # 7 under "Correction" and install the wheels and tires. If movement is restricted, proceed with Step # 1 under "Correction." Correction If restricted pad movement is noted on one or more calipers, perform the following "clean and lubricate" procedure. 1. Remove the brake pads from the caliper. 2. Remove all debris and corrosion from the knuckle using a wire brush at any points where the brake pads come in contact with the knuckle and/or caliper. If the corrosion is severe, use a scraper first. Refer to Figure 4. 3. Using a wire brush/scraper, remove all debris and corrosion from the brake pad metal backing shoe in the areas where the shoes contact the Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Front Steering Knuckle > Component Information > Technical Service Bulletins > Steering - Various Revised Tightening Specifications > Page 8980 knuckle and/or the caliper. Refer to Figures 2 and 3. 4. Coat all areas of the knuckle and/or caliper where the brake pad shoes contact using a high temperature silicone grease, P/N 18010909 or equivalent. Refer to Figure 4. 5. Install the brake pads and caliper on the vehicle. 6. Repeat Steps 1 - 5 on the other caliper brake assembly. If one caliper needs service, do both sides. 7. Reinstall wheels and tires on the vehicle. Important: Evenly torque wheel nuts to specification using a torque wrench or a torque limiting socket/stick. A torque wrench or torque stick must be used to insure that wheel nuts are tightened to specification. This should be done in three steps using the star pattern. First, snug the nuts down by hand. Second, using the star pattern and a torque stick/wrench, tighten the wheel nuts to about half the final torque. Third, tighten the wheel nuts to specification using the star pattern and a torque stick/wrench. Use the same amount of impact wrench operating time as would normally be used without a torque stick. 8. Pump the brake pedal as many times as required to obtain a firm brake pedal. Caution: DO NOT move the vehicle until a firm brake pedal is obtained. Failure to obtain a firm brake pedal before moving vehicle may result in personal injury. Parts Information Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Front Steering Knuckle > Component Information > Service and Repair > On-Vehicle Service Front Steering Knuckle: Service and Repair On-Vehicle Service ^ Tools Required: J 38892 Ball Joint Separator - J 28733-A Front Hub Spindle Remover - Or Equivalents REMOVE OR DISCONNECT 1. Hub and bearing assembly. 2. Bolts attaching steering knuckle to strut. 3. Lower ball joint cotter pin and nut. INSTALL OR CONNECT 1. Steering knuckle into strut and install steering knuckle-to-strut assembly bolts. ^ Tighten steering knuckle-to-strut assembly nuts to 180 Nm (133 ft. lbs.). 2. Hub and bearing assembly onto knuckle and install hub and bearing assembly bolts. 3. Lower ball joint nut and cotter pin. ^ Lower ball joint nut to 55 Nm (41 ft. lbs.) minimum, 65 Nm (50 ft. lbs.) maximum, to install cotter pin. 4. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Front Steering Knuckle > Component Information > Service and Repair > On-Vehicle Service > Page 8983 Front Steering Knuckle: Service and Repair Strut and Knuckle Scribing 1. Using a sharp tool, scribe the knuckle along the lower outboard strut radius as shown. 2. Scribe the strut flange on the inboard side along the curve of the knuckle, as shown. 3. Make a scribe mark across the strut/knuckle interface as shown. 4. On reassembly, carefully match the marks to the or components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Bleeding > System Information > Service and Repair Power Steering Bleeding: Service and Repair Bleed air from the system after replacing the fluid or servicing the power steering hydraulic system. Air in the system prevents an accurate fluid level reading, causes pump cavitation noise, and over time, could damage the pump. To bleed the power steering system, proceed as follows: 1. With the engine off and front wheels lifted off the ground and turned all the way to the left, add either standard power steering fluid or optional cold climate fluid to the "Full Cold" mark on the fluid level indicator. 2. Bleed the system by turning the wheels from side to side without hitting the stops. Important: This may require turning the wheels from side to side several times. Keep the fluid level at the "Full Cold" mark. Fluid with air in it has a tan appearance. This air must be eliminated before normal steering action can be obtained. 3. Start the engine. With the engine idling, recheck the fluid level. If necessary, add fluid to bring the level to the "Full Cold" mark. 4. Return the wheels to the center position. Lower front wheels to ground. Continue running the engine for two or three minutes. 5. Road test the vehicle to be sure the steering functions normally and is free from noise. ^ Inspect for fluid leakage at connection points along the power steering system. 6. Recheck the fluid level as described in Steps 2 and 3, except that the fluid level should now be up to the "FULL HOT" mark after the system has stabilized at its normal operating temperature. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Bleeding > System Information > Service and Repair > Page 8988 NOTICE: When adding fluid or making a complete fluid change, always use GM P/N 1050017 (or equivalent meeting GM Spec. No. 9985010) power steering fluid. Failure To use the proper fluid will cause hose and seal damage and fluid leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid > Component Information > Specifications Power Steering Fluid: Specifications Lubricants: GM Power Steering Fluid 1050017 or Equivalent GM Cold Climate Power Steering Fluid GM P/N 12345866 or Equivalent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe Power Steering Line/Hose: Service and Repair Gear Inlet Pipe Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 8996 REMOVE OR DISCONNECT 1. Line retainer (if applicable). 2. Gear inlet pipe from pump. 3. Gear inlet pipe from the inlet hose/pipe assembly. 4. Gear inlet pipe from vehicle. INSTALL OR CONNECT 1. Gear inlet pipe into position on vehicle. 2. Gear inlet pipe to the hose/pipe assembly. ^ Tighten pipe to hose/pipe assembly 27 Nm (20 ft. lbs.). 3. Gear inlet pipe to pump. ^ Tighten pipe to 27 Nm (20 ft. lbs.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 8997 4. Line retainer (if applicable). ^ Bleed air from system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 8998 Power Steering Line/Hose: Service and Repair Gear Inlet Pipe/Hose Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 8999 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 9000 REMOVE OR DISCONNECT 1. Gear inlet hose/pipe from pipe (going to pump). 2. Raise vehicle. 3. Line retainer (if applicable). 4. Gear inlet pipe/hose from the steering gear. 5. Gear inlet pipe/hose from vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 9001 INSTALL OR CONNECT 1. Gear inlet pipe/hose to vehicle. 2. Gear inlet pipe/hose to the steering gear. ^ Tighten pipe/hose assembly to 27 Nm (20 ft. lbs.). 3. Line retainer (if applicable). 4. Lower vehicle. 5. Gear inlet hose/pipe to pipe (going to pump). ^ Tighten pipe to 27 Nm (20 ft. lbs.). Important: Bleed air from system. ^ Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 9002 Power Steering Line/Hose: Service and Repair Gear Outlet Pipe/Hose and Cooler Pipe Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 9003 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 9004 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Service and Repair > Gear Inlet Pipe > Page 9005 REMOVE OR DISCONNECT 1. Gear outlet pipe/hose from pump reservoir after sliding spring hose clamp from inlet reservoir tube. 2. Raise vehicle. 3. Line retainer (if applicable). 4. Gear outlet pipe/hose from steering gear. 5. Gear outlet pipe/hose from vehicle. INSTALL OR CONNECT 1. Gear outlet pipe/hose into position on vehicle. 2. Gear outlet pipe to the steering gear. ^ Tighten pipe to 27 Nm (20 ft. lbs.). 3. Line retainer (if applicable). 4. Lower vehicle. 5. Gear outlet pipe/hose to pump reservoir and spring clamp. Important: Bleed air from system. ^ Inspect for leaks. 6. Lower vehicle. 7. Fill with fluid and bleed system if necessary. 8. Check for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Motor > Component Information > Technical Service Bulletins > Steering - Power Steering Pump Replacement Tips Power Steering Motor: Technical Service Bulletins Steering - Power Steering Pump Replacement Tips INFORMATION Bulletin No.: 06-02-32-013B Date: August 07, 2009 Subject: Diagnostic Tips/Recommendations When Power Steering Pump Replacement is Necessary Models: 1997-2010 GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and update the information. Please discard Corporate Bulletin Number 06-02-32-013A (Section 02 - Steering). A recently completed analysis of returned power steering (PS) pumps that had been replaced for noise, no power assist, no or low pressure and leaking conditions has indicated a high number of "No Trouble Found" results. Corporate Bulletin Number 01-02-32-004 indicates that when attempting to repair a power steering concern, the steering system analyzer should be utilized to assist the technician in a successful diagnosis. Note- Saturn ASTRA does not utilize the Power Steering System Analyzer. In addition, extensive warranty analysis has shown that the following situations are all significant root causes of PS pump failures: - Improper pulley installation - Re-using the O-rings - Using fluid other than the OE-specified steering fluid - Failure to flush the PS system In order to help improve customer satisfaction and reduce comebacks, GM recommends the following tips for replacing a PS pump: 1. Low or no pressure from the PS pump may be the results of dirty or contaminated fluid, which could cause the pressure relief valve to stop functioning. Using the proper tools, flush and bleed the PS system. Any residual contaminants will result in pump failure. 2. When removing the pulley, use the proper special tools. Because the pulley alignment is critical, distorting the pulley may damage bearings on the new PS pump. Note Some new PS pumps may not include a new O-ring. Please refer to the appropriate Parts Catalog. Saturn retailers should refer to the appropriate model year Parts & Illustration Catalog for the vehicle. 3. Be sure to use only the new O-rings included with the PS pump. The new reservoir O-ring must be lubricated with OE-specific PS fluid prior to installation. Also make sure that the control valve O-ring is in its exact groove position and is NOT covering the pressure bypass hole. 4. Bleed the PS system according to the procedures/recommendations in SI. Following these procedures and using the correct tools and fluids should help ensure that the new PS pump operates properly. Skipping steps may cost you time and trouble later. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Specifications Power Steering Pump: Specifications End Plug .............................................................................................................................................. .................................................. 75.0 Nm (55 ft. lbs.) O-ring Union Fitting .......................................... .................................................................................................................................... 75.0 Nm (55 ft. lbs.) Variable Assist Steering Actuator .......................................................................................................................................................... 62.0 Nm (46 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Diagrams > Direct Drive Power Steering Pump Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Diagrams > Direct Drive Power Steering Pump > Page 9015 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Testing and Inspection > Diagnostic Information & Procedures Power Steering Pump: Testing and Inspection Diagnostic Information & Procedures GENERAL PROCEDURE Inspect: ^ Overfilled reservoir. ^ Fluid aeration and overflow. ^ Hose connections. ^ Verify exact point of leakage. Example: The point from which the fluid is dripping is not necessarily the point where the system is leaking. Fluid overflowing from the reservoir may appear to be dripping from the bottom of the housing. Important: ^ When service is required: A. Clean leakage area upon disassembly. B. Replace leaking seal. C. Check component sealing surfaces for damage. D. Reset bolt tightening specification, where required. ^ Some complaints about the power steering system may be reported as: A. Fluid leakage on garage floor. B. Fluid leaks visible on steering gear or pump. C. Growling noise, especially when parking or when engine is cold. D. Loss of power steering when parking. E. Heavy steering effort. ^ When troubleshooting these kinds of complaints check for an external leak in the power steering system. EXTERNAL LEAKAGE CHECK Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Testing and Inspection > Diagnostic Information & Procedures > Page 9018 The purpose of this procedure is to pinpoint the location of the leak. In some cases, the leak can easily be located. But, seepage type leaks may be more difficult to isolate. To locate seepage leaks, use the following method. 1. With the engine off, wipe dry the complete power steering system. 2. Check the fluid level in the pump's reservoir. Adjust fluid level as necessary. 3. Start the engine, then turn the steering wheel from stop to stop several times. Do not hold it at a stop for any length of time, as this can damage the power steering pump. It is easier if someone else operates the steering wheel while you search for the seepage. 4. Find the exact area of the leak and repair leak. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Testing and Inspection > Diagnostic Information & Procedures > Page 9019 Power Steering Pump: Testing and Inspection Diagnosis By Symptom Power Rack and Pinion Steering Gear HISSING NOISE There is some noise in all power steering systems. One of the most common is a hissing sound when the steering wheel is turned and the vehicle is not moving. This noise will be most evident when turning the wheel while the brakes are applied. There is no relationship between this noise and steering performance. Do not replace the valve and pinion unless the "hissing" noise is extremely objectionable. A replacement valve and pinion will also have a slight noise, and is not always a cure for the condition. Check that the intermediate shaft joints are not loose. RATTLE OR CHUCKING NOISE Inspect: ^ Power steering hose or line grounding out. ^ Tie rod ends loose. ^ Loose steering gear mounting. ^ Rack bearing preload loose. ^ Intermediate shaft boot mispositioned. POOR RETURN OF STEERING WHEEL TO CENTER Inspect: ^ Front-wheel alignment. ^ Hub and bearing assembly worn. ^ Intermediate shaft binding or loose. ^ Tie rod end binding. ^ Ball joint binding. ^ Tight or frozen steering shaft bearings. ^ Rack bearing preload. ^ Sticky or plugged valve and pinion. ^ Intermediate shaft boot mispositioned. MOMENTARY INCREASE IN EFFORT WHEN TURNING WHEEL FAST TO RIGHT OR LEFT (ESPECIALLY WHEN COLD) Inspect: ^ High internal leakage in gear or pump. ^ Hose pinched or restricted. ^ Sticking flow control valve. ^ Low fluid level in pump reservoir. STEERING WHEEL SURGES OR JERKS WHEN TURNING WITH ENGINE RUNNING (ESPECIALLY DURING PARKING, OR COLD) Inspect: ^ Belt slipping. ^ Insufficient pump pressure EXCESSIVE WHEEL KICKBACK OR LOOSE STEERING Inspect: ^ Air in system. ^ Steering gear attachments loose. ^ Intermediate shaft loose. ^ Tie rod ends loose. ^ Hub and bearing assembly worn. ^ Rack bearing preload. HARD STEERING OR LACK OF ASSIST (ESPECIALLY DURING PARKING) Inspect: ^ Loose or worn intermediate shaft. ^ Loose belt. ^ Insufficient pump pressure. ^ High internal leakage in gear or pump. Power Steering Pump FOAMING, MILKY POWER STEERING FLUID, LOW FLUID LEVEL, AND POSSIBLE LOW PRESSURE This can be caused by air in the fluid, and loss of fluid due to internal pump leakage causing overflow. Check for leak and correct. Bleed the system. Extremely cold temperatures will cause air bubbles in the system if the fluid level is low. LOW PRESSURE DUE TO STEERING PUMP Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Testing and Inspection > Diagnostic Information & Procedures > Page 9020 Inspect: ^ Stuck or inoperative flow control valve. ^ Pressure plate not flat against cam ring. ^ Extreme wear of cam ring. ^ Scored pressure plate, thrust plate or rotor. ^ Vanes sticking in rotor slots. ^ Cracked or broken thrust or pressure plate. ^ High internal leakage. LOW PRESSURE DUE TO STEERING GEAR Inspect: ^ Scored housing bore. ^ Leakage at seals. ^ Leakage at piston ring. ^ Air in system. GROWLING NOISE IN STEERING PUMP Inspect: ^ Excessive back pressure in hoses or steering gear caused by restriction. ^ Scored pressure plates, thrust plate or rotor. ^ Hose or line grounding out. ^ Worn cam ring. ^ Low fluid level. ^ Air in system. GROANING NOISE IN STEERING PUMP Inspect: ^ Air in the fluid. ^ Hose or line grounding out. ^ Low fluid level. ^ Pump mounting loose. RATTLING NOISE IN STEERING PUMP Inspect: ^ Vanes sticking in rotor slots. SWISHING NOISE IN STEERING PUMP Inspect: ^ Damaged flow control valve. WHINING NOISE IN STEERING PUMP Inspect: ^ Scored pressure plates and vanes. ^ Low fluid level. STEERING VIBRATES (SHUDDERS) DURING LOW SPEED OR STATIC STEERING Inspect: ^ Air in system. ^ Loose power steering belt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service Power Steering Pump: Service and Repair On-Vehicle Service REMOVE OR DISCONNECT 1. Belt. 2. Nut from bracket retaining hose on alternator. 3. Engine mount. 4. Pump bolts (3) to ease pump line removal. 5. Lines at pump. 6. Transfer pulley (if necessary). INSTALL OR CONNECT 1. Lines at pump. ^ Tighten power steering gear inlet pipe to pump to 27 Nm (20 ft. lbs.). 2. Pump (3) bolts. ^ Tighten pump mounting bolts to 34 Nm (25 ft. lbs.). 3. Belt. 4. Engine mount. 5. Nut to bracket retaining hose on alternator. 6. Fill with fluid and bleed air from power steering system. ^ Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9023 Power Steering Pump: Service and Repair Unit Repair Service Precautions CAUTION: Before removing any electrical units, disconnect the negative battery cable to help prevent personal injuries and/or damage to vehicle components. NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Reservoir Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9024 REMOVE OR DISCONNECT 1. Pump assembly from vehicle, if necessary for access. 2. Retaining clips (3) and (5) from reservoir assembly (2) and housing (10). 3. Reservoir (2) from housing (10). 4. O-ring seal (8) from reservoir (2). INSTALL OR CONNECT 1. Lubricate new O-ring (8) with power steering fluid. ^ O-ring seal (8) to reservoir (2). 2. Reservoir assembly (2) to housing (10). 3. Retaining clips (3) and (5) to reservoir (2) and housing (10). 4. Pump assembly to vehicle, if removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9025 Variable Assist Steering Actuator Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9026 GENERAL INFORMATION This vehicle may be equipped with a Variable Assist Steering hydraulic control system. If the power steering pump has Variable Assist Steering, service as follows. REMOVE OR DISCONNECT 1. Negative (-) battery cable. 2. Electrical connector from Variable Assist Steering actuator (22). 3. Pump assembly from vehicle, if necessary for access. 4. Retaining clip (23) from Variable Assist Steering actuator (22). 5. Variable Assist Steering actuator (22) and discharge fitting (17). ^ Discharge fitting from Variable Assist Steering actuator. ^ O-Ring seals (18, 20 and 2i) from Variable Assist Steering actuator (22). INSTALL OR CONNECT 1. O-Ring seals (18, 20 and 21) on Variable Assist Steering actuator (22). 2. Discharge fitting (17) to Variable Assist Steering actuator (22). 3. Variable Assist Steering actuator and discharge fitting (17) to pump assembly. 4. Position discharge fitting (17). 5. Negative (-) battery cable. ^ Tighten Variable Assist Steering actuator (22) to 62 Nm (46 ft. lbs.). 6. Electrical connector to Variable Assist Steering actuator (22). 7. Retaining clip (23) to Variable Assist Steering actuator (22). ^ If a new Variable Assist Steering actuator (22) is being installed, position electrical connector before installing retaining clip (23). 8. Pump assembly to vehicle, if removed. Control Valve Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9027 REMOVE OR DISCONNECT 1. Pump assembly from vehicle, if necessary for access. 2. O-ring union fitting (16) and O-ring (15) or Variable Assist Steering actuator, if so equipped. ^ If pump is equipped with a Variable Assist Steering actuator, remove actuator (22) and discharge fitting (17). 3. Control valve assembly (13). 4. Flow control spring (12). INSTALL OR CONNECT 1. Flow control spring (12). 2. Control valve assembly (13). 3. Lubricate new O-ring (15) with power steering fluid. ^ O-ring (15) on fitting (16). 4. Fitting (16) and O-ring seal (15) or Variable Assist Steering actuator (22), if so equipped. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9028 ^ If pump is equipped with a Variable Assist Steering actuator, install actuator (22) and discharge fitting (17). ^ Tighten fitting (16) to 75 Nm (55 ft. lbs.). 5. Pump assembly to vehicle, if removed. Drive Shaft Seal (Without Disassembly of Pump) ^ Tool Required: J 7728 Shaft Oil Seal Installer - Or Equivalent REMOVE OR DISCONNECT 1. Pump assembly from vehicle, if necessary for access. 2. Protect drive shaft (7) with shim stock. 3. Seal (11) and discard. (Use small chisel to cut drive shaft seal.) INSTALL OR CONNECT 1. New drive shaft seal (11), lubricated with power steering fluid, using tool J 7728. 2. Pump assembly to vehicle, if removed. Hydraulic Pump Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9029 ^ Tool Required: J 7728 Shaft Oil Seal Installer - Or Equivalent DISASSEMBLE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9030 1. Retaining ring (37) using punch in access hole. 2. Internal components of pump from pump housing (l0) by gently pushing on drive shaft (7). ^ Components should include pressure plate sub-assembly consisting of: End cover (36). - O-ring seal (35). - Pressure plate spring (33). - Pressure plate (31). ^ Drive shaft sub-assembly consisting of: Pump rotor (28). - Thrust plate (25). - Drive shaft (7). - Shaft retaining ring (30). - Pump ring (26) and vanes (27). 3. O-ring (32) from pump housing (10). 4. Dowel dins (61. 5. Drive shaft seal (11). 6. End cover (36), pressure plate spring (33) and O-ring (35) from pressure plate (31). 7. Pump ring (26) and vanes (27) from drive shaft subassembly. 8. Shaft retaining ring (30) from drive shaft (7). 9. Pump rotor (28) and thrust plate (25) from drive shaft (7). ^ Clean: All parts in power steering fluid. - Dry parts. ^ Inspect: Pressure plate (31). - Pump ring (26). - Rotor (28). - Vanes (27). - Thrust plate (25). - Drive shaft (7). - If scoring, pitting or chatter marks are noted, replace appropriate parts. ASSEMBLE 1. Lubricate new drive shaft seal (11) with power steering fluid. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9031 ^ Drive shaft seal (11) into pump housing (10) with tool J 7728. 2. Pump ring dowel pins (6) into pump housing (10). 3. Thrust plate (25) and pump rotor (28) to drive shaft (7). 4. New shaft retaining ring (30) onto drive shaft (7). 5. Drive shaft sub-assembly into pump housing (10). 6. Vanes (27) into pump rotor (28). 7. Pump ring (26), with holes positioned correctly onto dowel pins (6), in pump housing (10). 8. Lubricate new O-ring (32) with power steering fluid. ^ O-ring (32) into groove in pump housing (10). 9. Pressure plate (31). 10. Pressure plate spring (33). 11. Lubricate new O-ring (35) with power steering fluid. ^ O-ring (35) into end cover (36). 12. Lubricate outer edge of end cover (36) with power steering fluid. 13. Press end cover (36) into pump housing (10). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9032 14. Retaining ring (37) into groove in pump housing (10), with ring opening near access hole in pump housing. Control Valve Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9033 REMOVE OR DISCONNECT 1. Pump assembly from vehicle, if necessary for access. 2. Housing plug (39) and 0-ring (15). 3. Flow control spring (12). 4. Control valve (13). INSTALL OR CONNECT 1. Control valve (13). 2. Flow control spring (12). 3. O-ring (15) and housing plug (39). ^ Tighten housing plug (39) to 75 Nm (55 ft. lbs.). 4. Pump assembly to vehicle, if removed. Face Seal NOTICE: This procedure is completed without the disassembly of the pump. REMOVE OR DISCONNECT 1. Pump assembly from vehicle. 2. Face seal (11) from pump. Lift seal from face of pump housing (10). Separate from shaft seal and pilot assembly in housing. Do not damage housing surface under flat face of seal. INSTALL OR CONNECT 1. Face seal to pump. Locate seal on shaft seal and pilot assembly in housing. Seal is installed properly with either side out. 2. Pump assembly into vehicle. Hydraulic Pump Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9034 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9035 DISASSEMBLE 1. Retaining ring (30) using punch in access hole. 2. Internal components of pump from pump housing by gently pushing on drive shaft (7). ^ Components should include pressure plate sub-assembly consisting of: End cover (36). - O-ring seal (35). - Pressure plate spring (33). - Pressure plate (31). ^ Drive shaft sub-assembly consisting of: Pump rotor (28). - Thrust plate (25). - Drive shaft (7). - Shaft retaining ring (30). - Pump ring (26) and vanes (27). 3. O-ring from pump housing. 4. Dowel pins (6). 5. End cover (36), pressure plate spring (33), pressure plate (31) and O-ring (35) from end cover (35). 6. Pump ring (26) and vanes (27) from drive shaft subassembly. 7. Shaft retaining ring (30) from drive shaft (7). 8. Pump rotor (28) and thrust plate (25) from drive shaft (7). ^ Clean: All parts in power steering fluid. - Dry all parts. ^ Inspect: Pressure plate (31). - Pump ring (26). - Rotor (28). - Vanes (27). - Thrust plate (25). - Drive shaft (7). - Face seal (11). - If scoring, pitting or chatter marks are noted replace appropriate parts. ASSEMBLE 1. Pump ring dowel pins (6) into pump housing (10). 2. Thrust plate (25) and pump rotor (28) to drive shaft (7). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9036 3. New shaft retaining ring (30) onto drive shaft (7). 4. Drive shaft sub-assembly into pump housing (10). 5. Pump ring (26) with holes positioned correctly onto dowel pins (6), in pump housing (10). 6. Vanes (27) into pump rotor. 7. Lubricate new O-ring (32) with power steering fluid. ^ O-ring (32) into groove in pump housing (10). 8. Pressure plate (31). 9. Pressure plate spring (33). 10. Lubricate new O-ring with power steering fluid. ^ O-ring (35) into end cover (36). 11. Lubricate outer edge of end cover (36) with power steering fluid. ^ Press end cover (36) into pump housing (10). 12. Retaining ring (37) into groove in pump housing (10), with ring opening near access hole in pump housing (10). Important: Retaining ring opening must be located next to mounting boss. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9037 Power Steering Pump: Service and Repair Power Steering Pump Pulley Replacement ^ Tools Required: J 25034-B Power Steering Pulley Remover - J 25033-B Installer; or - J 36015 Power Steering Pulley Installer - Or Equivalents REMOVE OR DISCONNECT 1. Belt from pulley. 2. Pump from engine for tool clearance. ^ It is not necessary to remove the pressure and return lines from the pump. 3. Pulley using J 25034-B. INSTALL OR CONNECT 1. Pulley using J 25033-B or J 36015. Important: ^ Face of pulley hub must be flush with pump drive shaft. ^ Do not use arbor press to install pulley. 2. Pump to engine. 3. Belt on pulley. 4. Bleed power removed from engine. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > On-Vehicle Service > Page 9038 Power Steering Pump: Service and Repair Seal Replacement Recommendations Lip seals, which seal rotating shafts, require special treatment. This type of seal is used on the steering gear at the valve and pinion and on the drive shaft of the pump. When there is a leak in one of these areas, always replace the seal(s), after inspecting and thoroughly cleaning the sealing surfaces. Replace the shaft only if very severe pitting is found. If the corrosion in the lip seal contact zone is slight, clean the surface of the shaft with crocus cloth. Replace the shaft only if the leakage cannot be stopped by first smoothing with crocus cloth. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Page 9039 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Column > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming Air Bag(s) Arming and Disarming: Service and Repair Air Bag Disarming and Arming Disabling the SIR System Description Description REMOVE OR DISCONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Column > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 9045 ^ Turn the steering wheel to the straight ahead position. ^ Remove the key from the ignition switch. 1. The AIR BAG fuse from the I/P fuse block. 2. The I/P insulator left side. 3. The Connector Position Assurance (CPA) and the driver yellow 2-way connector located at the base of the steering column. 4. The I/P compartment door. 5. The Connector Position Assurance (CPA) and the passenger yellow 2-way connector located behind the I/P compartment door. IMPORTANT With the AIR BAG fuse removed and the ignition switch in the RUN position, the AIR BAG warning lamp Illuminates. This is normal operation and does not indicate a SIR system malfunction. Enabling the SIR System Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Column > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 9046 Description INSTALL OR CONNECT ^ Remove the key from the ignition switch. 1. Passenger yellow 2-way connector and the CPA located behind the Instrument panel compartment. 2. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Console. 3. Driver yellow 2-way connector and the CPA located at the base of the steering column. 4. Instrument Cluster insulator (left side). Refer to instrument panel in Instrument Panel, Gauges and Console. 5. The AIR BAG Fuse to the LH I/P Bussed Electrical Center (LH I/P BEC). Refer to Power Distribution in Diagrams. ^ Staying well away from both air bags, turn the ignition switch to the RUN position. Verify that the AIR BAG warning lamp flashes seven times and then stays off. If the AIR BAG warning lamp does not operate as described, perform the SIR DIAGNOSTIC SYSTEM CHECK. See: Restraint Systems/Air Bag Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Column > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 9047 Air Bag(s) Arming and Disarming: Service and Repair General Service Precautions CAUTION: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Use the following procedure to temporarily disable the I/P system. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. The inflatable restraint sensing and diagnostic module maintains a reserve energy supply. When the vehicle power is insufficient to cause deployment of the air bags, the reserve energy supply provides the deployment power. Deployment power is available for as much as 10 minutes after disconnecting the vehicle power by any of the following methods: ^ You turn off the ignition switch. ^ You remove the fuse that provides power to the inflatable restraint sensing and diagnostic module. ^ You disconnect the vehicle battery from the vehicle electrical system. Disabling the SIR System prevents deploying of the air bags from the reserve energy supply power. Refer to Disabling the SIR System. See: Air Bag Disarming and Arming/Disabling the SIR System Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation Technical Service Bulletin # 03062 Date: 040129 Recall - Steering Gear Pinion Bearing Separation Bulletin No: 03062 Date: January 29, 2004 RECALL Product Safety - Power Steering Gear Lower Pinion Bearing Separation Models: 1996-1998 Buick Regal 1997-1998 Chevrolet Lumina, Malibu, Monte Carlo 1997-1998 Oldsmobile Cutlass 1996-1997 Oldsmobile Cutlass Supreme 1998 Oldsmobile Intrigue 1996 Pontiac Grand Prix Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 1996-1998 Buick Regal; 1997-1998 Chevrolet Lumina, Malibu, and Monte Carlo; 1997-1998 Oldsmobile Cutlass; 1996-1997 Oldsmobile Cutlass Supreme; 1998 Oldsmobile Intrigue; and 1996 Pontiac Grand Prix vehicles. Some of these vehicles have a condition where the lower pinion bearing in the power steering gear may separate. Most reports indicate the driver experienced an intermittent loss of power steering assist when making left turns, usually at low speeds. Power assist is normal in right hand turns. When trying to turn left, some drivers could experience higher resistance or, in a few cases assist towards the right. If this happens while the vehicle is moving, a crash could result. Correction Dealers are to inspect the condition of the lower pinion bearing and replace the lower pinion bearing, or in a few cases, replace the rack and pinion steering gear assembly. Vehicles Involved Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9056 Involved are certain 1996-1998 Buick Regal; 1997-1998 Chevrolet Lumina, Malibu, and Monte Carlo; 1997-1998 Oldsmobile Cutlass; 1996-1997 Oldsmobile Cutlass Supreme; 1998 Oldsmobile Intrigue; and 1996 Pontiac Grand Prix vehicles built within the VIN breakpoints shown. Important Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs [Not all vehicles within the above breakpoints may be involved. For US For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. The customer name and address data furnished will enable dealers to follow up with customers involved in this program. For Canada & IPC Computer listings containing the complete Vehicle Identification Number, customer name and address data of involved vehicles have been prepared, and are being furnished to involved dealers. The customer name and address data will enable dealers to follow up with customers involved in this recall. Any dealer not receiving a computer listing with the recall bulletin has no involved vehicles currently assigned. These dealer listings may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several provinces. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Parts Pre-Ship Information - For US and Canada Important An initial supply of steering gear pinion bearing kits required to complete this program will be pre-shipped to involved dealers of record. This pre-shipment is scheduled to begin the week of January 19, 2004 and will be approximately 20% of each dealers involved vehicles. Pre-shipped parts will be charged to dealers open parts account. Additional parts, if required, are to be obtained from General Motors Service Parts Operations (GMSPO). Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Special Tool During the week of January 19, 2004, dealers who did not have vehicles involved in recall 02049, will be shipped a Pinion Bearing Replacer, J 44714-B, for use in this recall. All other dealers were shipped this tool in December 2002, for use in recall 02049. This tool is being furnished at no charge. Additional tools, if required, may be purchased by contacting SPX Kent-Moore at 1-800-GM-TOOLS (1-800-468- 6657). Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the recall condition will be handled by the Customer Assistance Center, not by dealers. A General Motors Product Recall Customer Reimbursement Procedure Form is shown in this bulletin. Customer Reimbursement - For Canada Customer requests for reimbursement of previously paid repairs to correct the condition addressed in this bulletin are to be submitted by February 28, 2005. All reasonable customer paid receipts should be considered for reimbursement. The amount to be reimbursed will be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. When a customer requests reimbursement, they must provide the following: ^ Proof of ownership at time of repair. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9057 ^ Original paid receipt confirming the amount of repair expense(s) that were not reimbursed, a description of the repair, and the person or entity performing the repair. Claims for customer reimbursement on previously paid repairs are to be submitted as required by WINS. Important Refer to the GM Service Policies and Procedure Manual, section 1.6.2, for specific procedures reguarding Customer reimbursement verification. Claim Information Submit a Product Recall Claim with the information shown. Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission. Customer Notification -- For US and Canada General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Customer Notification -- For IPC Letters will be sent to known owners of record located within areas covered by the US National Traffic and Motor Vehicle Safety Act. For owners Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9058 outside these areas, dealers should notify customers using the sample letter shown. Dealer Recall Responsibility -- For US and IPC (US States, Territories, and Possessions) The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All All unsold new vehicles in dealers possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. GENERAL MOTORS PRODUCT PROGRAM CUSTOMER REIMBURSEMENT PROCEDURE If you have paid to have this recall condition corrected prior to receiving this notification, you may be eligible to receive reimbursement. Requests for reimbursement may include parts, labor, fees and taxes. Reimbursement may be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. Your claim will be acted upon within 60 days of receipt. If your claim is: ^ Approved, you will receive a check from General Motors. ^ Denied, you will receive a letter from General Motors with the reason(s) for the denial, or ^ Incomplete, you will receive a letter from General Motors identifying the documentation that is needed to complete the claim and offered the opportunity to resubmit the claim when the missing documentation is available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9059 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9060 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9061 Please follow the instructions on the Claim Form shown to file a claim for reimbursement. If you have questions about this reimbursement procedure, please call the toll-free telephone number provided at the bottom of the form. If you need assistance with any other concern, please contact the appropriate Customer Assistance Center at the number shown. Disclaimer Steering Gear Inspection For Involvement Steering Gear Inspection for Involvement If a vehicle has had the power steering gear lower pinion bearing or steering gear replaced with a remanufactured GM steering gear assembly obtained from GMSPO or AC Delco prior to this recall, the applicable service procedure below will still need to be performed on the vehicle. If a vehicle had the power steering gear lower pinion bearing or steering gear replaced with a non-GM design (aftermarket) steering gear, DO NOT perform this recall. Attempting to perform this recall on a non-GM design steering gear may void the manufacturers warranty given to the customer at the time of the purchase. 1. Inspect the steering gear housing for one of the GM design steering gear identifiers listed below. ^ A label on the housing indicating that the gear was remanufactured for GM or AC Delco. ^ An 8-digit casting or part number stamped in the rear side of the aluminum housing above or near the left mounting hole. ^ An list, type logo in the aluminum housing. 2. If the steering gear housing has one of the identifier listed above, the recall must be performed. Proceed to the appropriate procedure. 3. If the steering gear housing DOES NOT have one of the identifiers listed above, ensure that the steering gear is non-GM design by contacting the customer and inquiring about where the vehicle was previously repaired. If the customer indicates that the subject steering gear was installed by a non-GM dealer, advise the customer that the recall does not apply, and if necessary, refer to customer to the Customer Assistance Center for reimbursement. 96 Regal, 97-98 Lumina & Monte Carlo, 96-97 Cutlass Supreme , 96 Grand Prix Lower Pinion Bearing Inspection -- 1996 Buick Regal; 1997-1998 Chevrolet Lumina, Monte Carlo; 1996-1997 Oldsmobile Cutlass Supreme; 1996 Pontiac Grand Prix The following service procedure is for inspection of the lower pinion bearing and can be performed without completely removing the steering gear from the vehicle. Tools Required ^ J 44714-B Pinion Bearing Remover ^ J 24319-B Steering Linkage and Tie Rod Puller 1. Open the hood. 2. Raise the vehicle on a suitable hoist and support. 3. Remove the left front tire and wheel assembly. 4. Support the rear of the engine cradle and remove the two rear cradle attaching bolts. 5. Partially lower the rear of the engine cradle. 6. Remove the bolt and separate the intermediate steering shaft from the steering gear. 7. Lower the rear of the engine cradle as necessary to access and remove the steering gear attaching bolts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9062 8. On models equipped with a 3.4L engine, remove the two bolts that attach the heat shield that covers the right steering gear attaching bolt. Remove the heat shield. 9. Remove the two bolts that attach the steering gear to the engine cradle. 10. Remove the nut that attaches the outer left tie rod end to the steering knuckle. 11. Using the J 24319-B, Steering Linkage and Tie Rod Puller, or equivalent, separate the outer left tie rod from the steering knuckle. 12. Remove the steering gear from the engine cradle mounting brackets and reposition to access the dust cap (3). Refer to Figure 1. Important When removing the dust cap in the next step, watch for loose ball hearings that may have separated from the inner and outer pinion bearing races. 13. Remove the dust cap (3) from the steering gear housing (2) and inspect for loose ball bearings. Refer to Figure 1. ^ If no ball bearings were found in the dust cap, proceed to the next step and replace the lower pinion bearing. ^ If one or more ball bearings were found loose in the dust cap, proceed to the section in this bulletin titled, "Steering Gear Replacement," for the described vehicle. 14. Reposition the steering gear as necessary to access the adjuster plug lock nut and the adjuster plug. Notice Failure to perform the next step may result in damage to the lower pinion bearing removal tool, J 44714-1. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9063 15. Loosen the adjuster plug nut (3) and the adjuster plug (2). Refer to Figure 2. Do not remove the plug. Notice If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 16. While holding the stub shaft (1), remove the retaining nut (4) from the pinon shaft. Refer to Figure 1. Do not reuse the nut. 17. Remove the lower retaining snap ring (1). Refer to Figure 3. Important The bearing retainer being removed in the next step is a small piece of wire that keeps all the bail bearings evenly spaced inside the bearing races. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9064 18. Using a small "pick" like tool, remove the bearing retainer from the bearing. Refer to Figure 4. 19. After removing the bearing retainer, reposition the ball bearings into two groups of four. Refer to Figure 5 20. Separate the 2-legged puller from the center nut on the J 44714-B and insert the puller legs into the openings between the two groups of ball bearings. 21. With the forcing screw back off, screw the center nut into the puller and tighten until the nut bottoms against the puller. Refer to Figure 6. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9065 22. While holding the center nut with a wrench, tighten the forcing screw to remove the bearing from the housing. Refer to Figure 7. Important Inspect the gear housing to ensure that all pieces of the old bearing have been removed. 23. Apply a small quantity of lubrication (e.g., multi-purpose grease or power steering fluid) inside of the housing bore where the new bearing will be installed. 24. Center the new bearing over the pinion thread. The bearing can be installed with either side facing outwards. 25. Place the bearing installer (1) J 44714-2 (included in J 44714-B) over the pinion thread. Refer to Figure 8. If necessary, use the extension included with the installer. Lightly tap the bearing installer with a hammer until the bearing is seated in the housing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9066 26. Install a new snap ring. When properly installed, the large lug (1) on the snap ring must be on the right side as shown in Figure 9. Important If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 27. While holding the stub shaft (1), install a new retaining nut (3) on the pinion shaft. Refer to Figure 10. Tighten Tighten the nut to 30 Nm (22 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9067 28. With the rack centered in the housing, tighten the adjuster plug (2) to 10 Nm (88 lb in), and then back off 40 to 50 degrees. Refer to Figure 11. Check the torque on the pinion. Maximum pinion preload torque is 4 Nm (35 lb in). 29. Tighten the adjuster plug lock nut (3) firmly against the steering gear housing while holding the adjuster plug (2) stationary. 30. Install a new dust cap (2) to the steering gear housing. 31. Install the steering gear in the engine cradle mounting brackets. 32. Install the steering gear attaching bolts. Tighten Tighten the bolts to 80 Nm (59 lb ft). 33. On models equipped with a 3.4L engine, install the heat shield and attaching bolts. Tighten Tighten the bolts to 6 Nm (54 lb in). 34. Install the left outer tie rod to the steering knuckle. On models with a torque prevailing nut, tighten the nut to 30 Nm (22 lb ft) and then tighten an additional 115 degrees. On models with a slotted nut and cotter pin, tighten the nut to 85 Nm (63 lb ft). If necessary, tighten the nut slightly in order to insert the cotter pin through the tie rod stud. Bend the cotter pin ends against the flats of the nuts. 35. Partially raise the rear of the engine cradle. 36. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten the bolt to 48 Nm (35 lb ft). 37. Raise the rear of the engine cradle and install the rear attaching bolts. Tighten Tighten the bolts to 180 Nm (133 lb ft). 38. Install the left front tire and wheel assembly. Tighten Tighten the wheel nuts to 140 Nm (103 lb ft). 39. Lower the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9068 40. Check the power steering fluid level and add if necessary. 41. Check the alignment and set toe-in as necessary. 42. Close the hood. Steering Gear Replacement, If Required -- 1996 Buick Regal, 1997-1998 Chevrolet Lumina, Monte Carlo, 1996-1997 Oldsmobile Cutlass Supreme, 1996 Pontiac Grand Prix For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. Important Steering gears currently available from GMSPO are verified good stock and do not require bearing inspection or replacement. The following service procedure is based on certain steps having already been performed in the inspection procedure. 1. Remove the right front tire and wheel assembly. 2. Remove the nut that attaches the outer right tie rod end to the steering knuckle. 3. Using the J 24319-B, or equivalent, separate the outer right tie rod end from the steering knuckle. 4. If equipped, disconnect the electrical connector form the switch on the steering gear. 5. Place the steering gear back inside of the mounting brackets on the engine cradle. 6. If equipped, release the strap that attaches the power steering fluid lines to the steering gear. 7. Loosen and disconnect both power steering fluid lines from the steering gear. 8. Remove the steering gear form the vehicle. 9. Remove the tie rod ends from the original steering gear. 10. Measure the position of the adjuster nuts on the old steering gear and adjust the new nuts on the new steering gear to the same measurement. 11. Install the tie rod ends on the new steering gear. Tighten Tighten the adjuster nuts to 68 Nm (50 lb ft). 12. If equipped, transfer the switch to the new steering gear. 13. Install the new steering gear in the engine cradle mounting brackets. 14. Install the steering gear attaching bolts. Tighten Tighten to 80 Nm (59 lb ft). 15. Connect the power steering fluid lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 16. If equipped, connect the electrical connector to the switch on the steering gear. 17. On models equipped with a 3.4L engine, install the heat shield and attaching bolts. Tighten Tighten to 6 Nm (53 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9069 18. Install both outer tie rod ends to the steering knuckles. On models with torque prevailing nuts, tighten the nut to 30 Nm (22 lb ft) and then tighten an additional 115 degrees. On models with a slotted nut and cotter pin, tighten the nut to 85 Nm (63 lb ft). If necessary, tighten the nut slightly in order to insert the cotter pin through the tie rod stud. Bend the cotter pin ends against the flats of the nuts. 19. Partially raise the rear of the engine cradle. 20. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten to 48 Nm (35 lb ft). 21. Raise the rear of the engine cradle and install the rear attaching bolts. Tighten Tighten to 180 Nm (133 lb ft). 22. Install both front tire and wheel assemblies. Tighten Tighten the wheel nuts to 140 Nm (103 lb ft). 23. Lower the vehicle. 24. Add power steering fluid and bleed the system. 25. Check the alignment and set toe-in as necessary. 26. Close the hood. 97-98 Malibu, 97-98 Cutlass Lower Pinion Bearing Inspection -- 1997-1998 Chevrolet Malibu, 1997-1998 Oldsmobile Cutlass Because of limited access in this vehicle, the pinion bearing can only be inspected after the steering gear has been completely removed from the vehicle. For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. Tools Required ^ J 44714-B Pinion Bearing Remover ^ J 24319-B Steering Linkage and Tie Rod Puller 1. Open the hood. 2. Raise the vehicle on a suitable hoist and support. 3. Remove both front tire and wheel assemblies. 4. Remove the nuts securing the outer tie rod ends to the steering knuckles. 5. Using the J 24319-B, Steering Linkage and Tie Rod Puller, or equivalent, separate the outer tie rod ends from the steering knuckles. 6. Remove the one bolts and two nuts attaching the rear transmission mount to the engine cradle. 7. Support the rear of the engine cradle. 8. Remove the six bolts that attach the rear of the engine cradle to the body. 9. Partially lower the rear of the engine cradle. 10. Remove the bolt and separate the intermediate steering shaft from the steering gear. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9070 11. Remove the stabilizer link bolts from both lower control arms. 12. Lower the rear of the engine cradle as necessary to access the steering gear attaching bolts. 13. Remove the two bolts attaching the steering gear to the engine cradle. 14. Loosen and disconnect both power steering fluid lines from the steering gear. 15. Remove the steering gear from the engine cradle mounting brackets. 16. Remove the steering gear from the vehicle. Important When removing the dust cap in the next step, watch for loose ball bearings that may have separated from the inner and outer pinion bearing races. 17. Remove the dust cap (3) from the steering gear housing (2) and inspect for loose ball bearings. Refer to Figure 1. ^ If no ball bearings were found in the dust cap, proceed to the next step and replace the lower pinion bearing. ^ If one or more ball bearings were found loose in the dust cap, proceed to the section in this bulletin titled, "Steering Gear Replacement", for the described vehicle. Notice Failure to perform the next step may result in damage to the lower pinion bearing removal tool J 44714-1. 18. Loosen the adjuster plug lock nut (3) and the adjuster plug (2). Refer to Figure 2. Do not remove the plug. Notice If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 19. While holding the stub shaft (1), remove the retaining nut (4) from the pinion shaft. Refer to Figure 1. Do not reuse the nut. 20. Remove the lower retaining snap ring (1). Refer to Figure 3. Important The bearing retainer being removed in the next step is a small piece of wire that keeps all of the bearings evenly spaced inside the bearing races. 21. Using a small "pick" like tool, remove the bearing retainer from the bearing. Refer to Figure 4. 22. After removing the bearing retainer, reposition the ball bearings into two groups of four. Refer to Figure 5. 23. Separate the 2-legged puller from the center nut on the J 44714-B and insert the puller legs into the openings between the two groups of ball bearings. 24. With the forcing screw backed off, screw the center nut into the puller. Tighten Tighten the nut until it bottoms against the puller. Refer to Figure 6. 25. While holding the center nut with a wrench, tighten the forcing screw to remove the bearing from the housing. Refer to Figure 7. Important Inspect the gear housing to ensure that all pieces of the old bearing have been removed. 26. Apply a small quantity of lubrication (e.g., multi-purpose grease or power steering fluid) inside of the housing bore where the new bearing will be installed. 27. Center the new bearing over the pinion thread. The bearing can be installed with either side facing outwards. 28. Place the bearing installer (1), J 44714-2 (included in J 44714-B) over the pinion thread. Refer to Figure 8. Lightly tap the bearing installer with a hammer until the bearing is seated in the housing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9071 29. Install a new snap ring. When properly installed, the large lug (1) on the snap ring must be on the right side as shown in Figure 9. Notice If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 30. While holding the stub shaft (1) install a new retaining nut (3) on the pinion shaft. Refer to Figure 10. Tighten Tighten to 30 Nm (22 lb ft). 31. With the rack centered in the housing, tighten the adjuster plug (2) to 10 Nm (88 lb in), and then back off 40 to 50 degrees. Refer to Figure 11. Check the torque on the pinion. Maximum pinion preload torque is 4 Nm (35 lb in). 32. Tighten the adjuster plug lock nut (3) firmly against the steering gear housing while holding the adjuster plug (2) stationary. 33. Install a new dust cap (2) to the steering gear housing. 34. Install the steering gear in the engine cradle mounting brackets. 35. Install the two bolts attaching the steering gear to the engine cradle. Tighten Tighten to 120 Nm (88 lb ft). 36. Connect the power steering fluid lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 37. Partially raise the rear of the engine cradle. 38. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten to 22 Nm (16 lb ft). 39. Install the stabilizer link bolts in both lower control arms. Tighten Tighten to 17 Nm (13 lb ft). 40. Raise the rear of the engine cradle and install the six bolts. Refer to Figure 12. Tighten ^ Tighten the rear suspension crossmember bolts (1) to 110 Nm (81 lb ft). ^ Tighten the suspension crossmember to body bolts (2) to 82 Nm (60 lb ft). 41. Install the one bolt and two nuts that attach the rear transmission mount to the engine cradle. Tighten Tighten to 66 Nm (49 lb ft). 42. Install both outer tie rod ends to the knuckles. Tighten Tighten the nuts to 45 Nm (33 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9072 43. Install both front tire and wheel assemblies. Tighten Tighten to 140 Nm (103 lb ft). 44. Lower the vehicle. 45. Check the power steering fluid level and add if necessary. 46. Check the alignment and set toe-in as necessary. 47. Close the hood. Steering Gear Replacement, If Required -- 1997-1998 Chevrolet Malibu, 1997-1998 Oldsmobile Cutlass For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. Important Steering gears currently available from GMSPO are verified good stock and do not require bearing inspection or replacement. The following service procedure is based on the steering gear having been removed from the vehicle during the inspection procedure. 1. Remove the tie rod ends from the original steering gear. 2. Measure the position of the adjuster nuts on the old steering gear and adjust the new nuts on the new steering gear to the same measurement. 3. Install the tie rod ends on the new steering gear. Tighten Tighten the adjuster nuts to 68 Nm (50 lb ft). 4. Install the new steering gear in the engine cradle mounting brackets. 5. Install the two bolts attaching the steering gear to the engine cradle. Tighten Tighten to 120 Nm (88 lb ft). 6. Connect the power steering fluid lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 7. Partially raise the rear of the engine cradle. 8. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten to 22 Nm (16 lb ft). 9. Install the stabilizer link bolts in both lower control arms. Tighten Tighten to 17 Nm (13 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9073 10. Raise the rear of the engine cradle and install the six bolts. Refer to Figure 12. Tighten ^ Tighten the rear suspension crossmember bolts (1) to 110 Nm (81 lb ft). ^ Tighten the suspension crossmember to body bolts (2) to 82 Nm (60 lb ft). 11. Install the one bolt and two nuts that attach the rear transmission mount to the engine cradle. Tighten Tighten to 66 Nm (49 lb ft). 12. Install both outer tie rod ends to the knuckles. Tighten Tighten to 45 Nm (33 lb ft). 13. Install both front tire and wheel assemblies. Tighten Tighten to 140 Nm (103 lb ft). 14. Lower the vehicle. 15. Add power steering fluid and bleed the system. 16. Check the alignment and set toe-in as necessary. 17. Close the hood. 97-98 Regal, 98 Intrigue Lower Pinion Bearing Inspection -- 1997-1998 Buick Regal, 1998 Oldsmobile Intrigue The following service procedure is for inspection of the lower pinion bearing and can be performed without completely removing the steering gear from the vehicle. Tools Required ^ J 44714-B Pinion Bearing Remover ^ J 24319-B Steering Linkage and Tie Rod Puller 1. Open the hood. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9074 2. Raise the vehicle on a suitable hoist and support. Important When removing the dust cap in the next step, watch for loose ball bearings that may have separated from the inner and outer pinion hearing races. 3. Remove the dust cap (3) from the steering gear housing (2) and inspect for loose ball bearings. Refer to Figure 1. ^ If no ball bearings were found in the dust cap, proceed to the next step and replace the lower pinion bearing. ^ If one or more ball bearings were found loose in the dust cap, proceed to the section in this bulletin titled, "Steering Gear Replacement", for the described vehicles. 4. Support the rear of the engine frame (cradle) and remove the two rear attaching bolts. 5. Remove the left and right side stabilizer bar links from the lower control arms. 6. Reposition the stabilizer bar as necessary to improve access to the steering gear. 7. Remove the two bolts that attach the steering gear to the engine cradle. 8. Remove the bolt and separate the intermediate steering shaft from the steering gear. 9. Lower the rear of the engine cradle as necessary to access the steering gear. 10. Remove the steering gear from the engine cradle mounting brackets and reposition to access the adjuster plug lock nut and the adjuster plug. Do not remove the plug. 11. Loosen the adjuster plug lock nut (3) and the adjuster plug (2). Refer to Figure 2. Do not remove the plug. Important If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 12. While holding the stub shaft (1), remove the retaining nut (4) from the pinion shaft. Refer to Figure 1. Do not reuse the nut. 13. Remove the lower retaining snap ring (1). Refer to Figure 3. Important Placement of a block of wood between the steering gear housing and the transmission case will help to support the steering gear in the next step. Important The bearing retainer being removed in the next step is a small piece of wire that keeps all of the ball bearings evenly spaced inside the the bearing races. 14. Using a small "pick" like too, remove the bearing retainer from the bearing. Refer to Figure 4. 15. After removing the bearing retainer, reposition the ball bearings into two groups of four. Refer to Figure 5. 16. Separate the 2-legged puller from the center nut on the J 44714-B, Steering Linkage and Tie Rod Puller, and insert the puller legs into the openings between the two groups of ball bearings. 17. With the forcing screw backed off, screw the center nut into the puller. Tighten Tighten the nut until it bottoms against the puller. 18. While holding the center nut with a wrench, tighten the forcing screw to remove the bearing from the housing. See Figure 7. Important Inspect the gear housing to ensure that all pieces of the old bearing have been removed. 19. Apply a small quantity of lubrication (e.g. multi-purpose grease or power steering fluid) inside the housing bore where the new bearing will be installed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9075 20. Center the new bearing over the pinion thread. The bearing can be installed with either side facing outwards. 21. Place the bearing installer (1) J 44714-2 (included in J 44714-B) over the pinion thread. Refer to Figure 8. If necessary, use the extension included with the installer. Lightly tap with a hammer until the bearing is seated in the housing. 22. Install a new snap ring. Refer to Figure 9. When properly installed, the large lug (1) on the snap ring must be on the right side as shown. Important If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 23. While holding the stub shaft (1), install a new retaining nut (3) on the pinion shaft. Refer to Figure 10. Tighten Tighten the retaining nut to 30 Nm (22 lb ft). 24. Install a new dust cap (2) to the steering gear housing. 25. Center the rack in the housing. Tighten Tighten the adjuster plug (2) to 10 Nm (88 lb in), and then back off 40 to 50 degrees (4). Refer to Figure 11. 26. Check the torque on the pinion. Maximum pinion preload torque is 4 Nm (35 lb in). 27. Tighten the adjuster plug lock nut (3) firmly against the steering gear housing while holding the adjuster plug (2) stationary. 28. Install the steering gear in the engine cradle mounting brackets. 29. Install the two bolts that attach the steering gear to the engine cradle. Tighten Tighten to 80 Nm (59 lb ft). 30. Raise the rear of the engine cradle and install the rear attaching bolts. Tighten Tighten to 180 Nm (133 lb ft). 31. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten the bolt to 48 Nm (35 lb ft). 32. Reposition the stabilizer bar. 33. Install the left and right side stabilizer bar links to the lower control arm. Tighten Tighten to 23 Nm (17 lb ft). 34. Lower the vehicle. 35. Check the power steering fluid and add if necessary. Steering Gear Replacement, If Required -- 1997-1998 Buick Regal, 1998 Oldsmobile Intrigue For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. The following service procedure is based on certain steps having already been performed in the inspection procedure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9076 1. Remove the bolt and separate the intermediate steering shaft from the steering gear. 2. Support the rear of the engine frame (cradle) and remove the two rear attaching bolts. 3. Remove the left and right side stabilizer bar links from the lower control arms. 4. Reposition the stabilizer bar as necessary to improve access to the steering gear. 5. Remove the two bolts that attach the steering gear to the engine cradle. 6. Lower the rear of the engine cradle as necessary to access the steering gear. 7. Loosen the outer tie rod end adjuster nuts. 8. Remove both wheel and tire assemblies. 9. Remove the nuts that attach the tie rod ends to the steering knuckles. 10. Using the J 24319-B (outer tie rod end puller) or equivalent, separate the tie rod ends from the knuckles. 11. Disconnect the pressure and return lines from the steering gear. 12. If equipped, disconnect the electrical connector from the steering gear. 13. Remove the steering gear from the vehicle. 14. Remove the tie rod ends from the old steering gear. 15. Measure the position of the adjuster nuts on the old steering gear and adjust the new nuts on the new steering gear to the same measurement. 16. Install the tie rod ends on the new steering gear. Tighten Tighten the adjuster nuts to 68 Nm (50 lb ft). 17. Install the new steering gear in the engine cradle mounting brackets. 18. If equipped, connect the electrical connector for the steering gear. 19. Install the two bolts that attach the steering gear to the engine cradle. Tighten Tighten to 80 Nm (59 lb ft). 20. Connect the pressure and return lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 21. Install the tie rod ends to the steering knuckles. Install the retaining nuts. Tighten Tighten to 30 Nm (22 lb ft), plus 120 degrees (or 2 flats of the nut). 22. Raise the rear of the engine cradle and install the two rear attaching bolts. Tighten Tighten to 180 Nm (133 lb ft). 23. Install the intermediate steering shaft to the steering gear and install the bolt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9077 Tighten Tighten to 48 Nm (35 lb ft). 24. Reposition the stabilizer bar. 25. Install the left and right side stabilizer bar links to the lower control arms. Tighten Tighten to 23 Nm (17 lb ft). 26. Install both wheel and tire assemblies. Install lug nuts. Tighten Tighten lug nuts to 140 Nm (103 lb ft). 27. Lower the vehicle. 28. Add power steering fluid and bleed the system. 29. Check the alignment and set toe-in as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9078 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Recalls: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9079 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Customer Interest: > 73-32-10 > Apr > 98 > Interior - Low Pitch Rattle, Clunk/Squeak From Front End Steering Gear: Customer Interest Interior - Low Pitch Rattle, Clunk/Squeak From Front End File In Section: 3 - Steering/Suspension Bulletin No.: 73-32-10 Date: April, 1998 Subject: Low Pitch Rattle, Clunk and/or Squeak Noise Coming from Front End of Vehicle During Low Speeds (Replace Lower Control Arms or Install Rack and Pinion Steering Gear) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass Condition Some owners may comment on a low pitch rattle, clunk and/or squeak noise coming from the front of the vehicle while turning and/or driving straight ahead at low speeds, between 10-18 mph, (16-29 km/h). This noise condition is most apparent when driving over rough/spalled concrete, sharp bumps or broken pavement. A squeak noise may also be present during front end "jounce" conditions. Cause This condition may be due to vibrations from the suspension damping the rough roads that are being transmitted to the steering gear assembly. Correction Upon proper inspection, per the procedure in Section 3 - Steering/Suspension Diagnosis in the Service Manual, one of two conditions may exist: 1. Front Suspension Noise (rattle, clunk and/or squeak) heard while driving straight ahead and/or front end "jounce". ^ Replace both lower control arms, P/N 22606709 (left) and P/N 22606710 (right). 2. Front Suspension Noise (low pitch rattle and/or clunk) heard while turning. ^ Install a new rack and pinion steering gear assembly, P/N 26073200. Important: The new steering gear may result in a slight increase in steering effort while parking. Important: Before changing lower control arms and/or steering gear, exhaust all other possible sources of the noise, using the Service Manual procedure. Also inspect for the following: ^ Damaged suspension components ^ Worn control arm bushings ^ Worn strut dampener or mounting ^ Rack bearing preload (Sec: 3B1A8) ^ Loose stabilizer shaft ^ Loose wheel nuts or covers ^ Spring improperly positioned ^ Loose tie rod ends ^ Loose steering gear mounting ^ Intermediate shaft boot mispositioned Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Customer Interest: > 73-32-10 > Apr > 98 > Interior - Low Pitch Rattle, Clunk/Squeak From Front End > Page 9085 ^ Power steering hose or line grounding out Parts Information P/N Description 26073200 Kit - Steering Gear 22606709 Lower Control Arm Assembly - LH 22606710 Lower Control Arm Assembly - RH Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time E9720 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation Technical Service Bulletin # 03062 Date: 040129 Recall - Steering Gear Pinion Bearing Separation Bulletin No: 03062 Date: January 29, 2004 RECALL Product Safety - Power Steering Gear Lower Pinion Bearing Separation Models: 1996-1998 Buick Regal 1997-1998 Chevrolet Lumina, Malibu, Monte Carlo 1997-1998 Oldsmobile Cutlass 1996-1997 Oldsmobile Cutlass Supreme 1998 Oldsmobile Intrigue 1996 Pontiac Grand Prix Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 1996-1998 Buick Regal; 1997-1998 Chevrolet Lumina, Malibu, and Monte Carlo; 1997-1998 Oldsmobile Cutlass; 1996-1997 Oldsmobile Cutlass Supreme; 1998 Oldsmobile Intrigue; and 1996 Pontiac Grand Prix vehicles. Some of these vehicles have a condition where the lower pinion bearing in the power steering gear may separate. Most reports indicate the driver experienced an intermittent loss of power steering assist when making left turns, usually at low speeds. Power assist is normal in right hand turns. When trying to turn left, some drivers could experience higher resistance or, in a few cases assist towards the right. If this happens while the vehicle is moving, a crash could result. Correction Dealers are to inspect the condition of the lower pinion bearing and replace the lower pinion bearing, or in a few cases, replace the rack and pinion steering gear assembly. Vehicles Involved Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9091 Involved are certain 1996-1998 Buick Regal; 1997-1998 Chevrolet Lumina, Malibu, and Monte Carlo; 1997-1998 Oldsmobile Cutlass; 1996-1997 Oldsmobile Cutlass Supreme; 1998 Oldsmobile Intrigue; and 1996 Pontiac Grand Prix vehicles built within the VIN breakpoints shown. Important Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs [Not all vehicles within the above breakpoints may be involved. For US For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. The customer name and address data furnished will enable dealers to follow up with customers involved in this program. For Canada & IPC Computer listings containing the complete Vehicle Identification Number, customer name and address data of involved vehicles have been prepared, and are being furnished to involved dealers. The customer name and address data will enable dealers to follow up with customers involved in this recall. Any dealer not receiving a computer listing with the recall bulletin has no involved vehicles currently assigned. These dealer listings may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several provinces. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Parts Pre-Ship Information - For US and Canada Important An initial supply of steering gear pinion bearing kits required to complete this program will be pre-shipped to involved dealers of record. This pre-shipment is scheduled to begin the week of January 19, 2004 and will be approximately 20% of each dealers involved vehicles. Pre-shipped parts will be charged to dealers open parts account. Additional parts, if required, are to be obtained from General Motors Service Parts Operations (GMSPO). Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Special Tool During the week of January 19, 2004, dealers who did not have vehicles involved in recall 02049, will be shipped a Pinion Bearing Replacer, J 44714-B, for use in this recall. All other dealers were shipped this tool in December 2002, for use in recall 02049. This tool is being furnished at no charge. Additional tools, if required, may be purchased by contacting SPX Kent-Moore at 1-800-GM-TOOLS (1-800-468- 6657). Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the recall condition will be handled by the Customer Assistance Center, not by dealers. A General Motors Product Recall Customer Reimbursement Procedure Form is shown in this bulletin. Customer Reimbursement - For Canada Customer requests for reimbursement of previously paid repairs to correct the condition addressed in this bulletin are to be submitted by February 28, 2005. All reasonable customer paid receipts should be considered for reimbursement. The amount to be reimbursed will be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. When a customer requests reimbursement, they must provide the following: ^ Proof of ownership at time of repair. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9092 ^ Original paid receipt confirming the amount of repair expense(s) that were not reimbursed, a description of the repair, and the person or entity performing the repair. Claims for customer reimbursement on previously paid repairs are to be submitted as required by WINS. Important Refer to the GM Service Policies and Procedure Manual, section 1.6.2, for specific procedures reguarding Customer reimbursement verification. Claim Information Submit a Product Recall Claim with the information shown. Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission. Customer Notification -- For US and Canada General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Customer Notification -- For IPC Letters will be sent to known owners of record located within areas covered by the US National Traffic and Motor Vehicle Safety Act. For owners Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9093 outside these areas, dealers should notify customers using the sample letter shown. Dealer Recall Responsibility -- For US and IPC (US States, Territories, and Possessions) The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All All unsold new vehicles in dealers possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. GENERAL MOTORS PRODUCT PROGRAM CUSTOMER REIMBURSEMENT PROCEDURE If you have paid to have this recall condition corrected prior to receiving this notification, you may be eligible to receive reimbursement. Requests for reimbursement may include parts, labor, fees and taxes. Reimbursement may be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. Your claim will be acted upon within 60 days of receipt. If your claim is: ^ Approved, you will receive a check from General Motors. ^ Denied, you will receive a letter from General Motors with the reason(s) for the denial, or ^ Incomplete, you will receive a letter from General Motors identifying the documentation that is needed to complete the claim and offered the opportunity to resubmit the claim when the missing documentation is available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9094 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9095 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9096 Please follow the instructions on the Claim Form shown to file a claim for reimbursement. If you have questions about this reimbursement procedure, please call the toll-free telephone number provided at the bottom of the form. If you need assistance with any other concern, please contact the appropriate Customer Assistance Center at the number shown. Disclaimer Steering Gear Inspection For Involvement Steering Gear Inspection for Involvement If a vehicle has had the power steering gear lower pinion bearing or steering gear replaced with a remanufactured GM steering gear assembly obtained from GMSPO or AC Delco prior to this recall, the applicable service procedure below will still need to be performed on the vehicle. If a vehicle had the power steering gear lower pinion bearing or steering gear replaced with a non-GM design (aftermarket) steering gear, DO NOT perform this recall. Attempting to perform this recall on a non-GM design steering gear may void the manufacturers warranty given to the customer at the time of the purchase. 1. Inspect the steering gear housing for one of the GM design steering gear identifiers listed below. ^ A label on the housing indicating that the gear was remanufactured for GM or AC Delco. ^ An 8-digit casting or part number stamped in the rear side of the aluminum housing above or near the left mounting hole. ^ An list, type logo in the aluminum housing. 2. If the steering gear housing has one of the identifier listed above, the recall must be performed. Proceed to the appropriate procedure. 3. If the steering gear housing DOES NOT have one of the identifiers listed above, ensure that the steering gear is non-GM design by contacting the customer and inquiring about where the vehicle was previously repaired. If the customer indicates that the subject steering gear was installed by a non-GM dealer, advise the customer that the recall does not apply, and if necessary, refer to customer to the Customer Assistance Center for reimbursement. 96 Regal, 97-98 Lumina & Monte Carlo, 96-97 Cutlass Supreme , 96 Grand Prix Lower Pinion Bearing Inspection -- 1996 Buick Regal; 1997-1998 Chevrolet Lumina, Monte Carlo; 1996-1997 Oldsmobile Cutlass Supreme; 1996 Pontiac Grand Prix The following service procedure is for inspection of the lower pinion bearing and can be performed without completely removing the steering gear from the vehicle. Tools Required ^ J 44714-B Pinion Bearing Remover ^ J 24319-B Steering Linkage and Tie Rod Puller 1. Open the hood. 2. Raise the vehicle on a suitable hoist and support. 3. Remove the left front tire and wheel assembly. 4. Support the rear of the engine cradle and remove the two rear cradle attaching bolts. 5. Partially lower the rear of the engine cradle. 6. Remove the bolt and separate the intermediate steering shaft from the steering gear. 7. Lower the rear of the engine cradle as necessary to access and remove the steering gear attaching bolts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9097 8. On models equipped with a 3.4L engine, remove the two bolts that attach the heat shield that covers the right steering gear attaching bolt. Remove the heat shield. 9. Remove the two bolts that attach the steering gear to the engine cradle. 10. Remove the nut that attaches the outer left tie rod end to the steering knuckle. 11. Using the J 24319-B, Steering Linkage and Tie Rod Puller, or equivalent, separate the outer left tie rod from the steering knuckle. 12. Remove the steering gear from the engine cradle mounting brackets and reposition to access the dust cap (3). Refer to Figure 1. Important When removing the dust cap in the next step, watch for loose ball hearings that may have separated from the inner and outer pinion bearing races. 13. Remove the dust cap (3) from the steering gear housing (2) and inspect for loose ball bearings. Refer to Figure 1. ^ If no ball bearings were found in the dust cap, proceed to the next step and replace the lower pinion bearing. ^ If one or more ball bearings were found loose in the dust cap, proceed to the section in this bulletin titled, "Steering Gear Replacement," for the described vehicle. 14. Reposition the steering gear as necessary to access the adjuster plug lock nut and the adjuster plug. Notice Failure to perform the next step may result in damage to the lower pinion bearing removal tool, J 44714-1. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9098 15. Loosen the adjuster plug nut (3) and the adjuster plug (2). Refer to Figure 2. Do not remove the plug. Notice If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 16. While holding the stub shaft (1), remove the retaining nut (4) from the pinon shaft. Refer to Figure 1. Do not reuse the nut. 17. Remove the lower retaining snap ring (1). Refer to Figure 3. Important The bearing retainer being removed in the next step is a small piece of wire that keeps all the bail bearings evenly spaced inside the bearing races. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9099 18. Using a small "pick" like tool, remove the bearing retainer from the bearing. Refer to Figure 4. 19. After removing the bearing retainer, reposition the ball bearings into two groups of four. Refer to Figure 5 20. Separate the 2-legged puller from the center nut on the J 44714-B and insert the puller legs into the openings between the two groups of ball bearings. 21. With the forcing screw back off, screw the center nut into the puller and tighten until the nut bottoms against the puller. Refer to Figure 6. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9100 22. While holding the center nut with a wrench, tighten the forcing screw to remove the bearing from the housing. Refer to Figure 7. Important Inspect the gear housing to ensure that all pieces of the old bearing have been removed. 23. Apply a small quantity of lubrication (e.g., multi-purpose grease or power steering fluid) inside of the housing bore where the new bearing will be installed. 24. Center the new bearing over the pinion thread. The bearing can be installed with either side facing outwards. 25. Place the bearing installer (1) J 44714-2 (included in J 44714-B) over the pinion thread. Refer to Figure 8. If necessary, use the extension included with the installer. Lightly tap the bearing installer with a hammer until the bearing is seated in the housing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9101 26. Install a new snap ring. When properly installed, the large lug (1) on the snap ring must be on the right side as shown in Figure 9. Important If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 27. While holding the stub shaft (1), install a new retaining nut (3) on the pinion shaft. Refer to Figure 10. Tighten Tighten the nut to 30 Nm (22 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9102 28. With the rack centered in the housing, tighten the adjuster plug (2) to 10 Nm (88 lb in), and then back off 40 to 50 degrees. Refer to Figure 11. Check the torque on the pinion. Maximum pinion preload torque is 4 Nm (35 lb in). 29. Tighten the adjuster plug lock nut (3) firmly against the steering gear housing while holding the adjuster plug (2) stationary. 30. Install a new dust cap (2) to the steering gear housing. 31. Install the steering gear in the engine cradle mounting brackets. 32. Install the steering gear attaching bolts. Tighten Tighten the bolts to 80 Nm (59 lb ft). 33. On models equipped with a 3.4L engine, install the heat shield and attaching bolts. Tighten Tighten the bolts to 6 Nm (54 lb in). 34. Install the left outer tie rod to the steering knuckle. On models with a torque prevailing nut, tighten the nut to 30 Nm (22 lb ft) and then tighten an additional 115 degrees. On models with a slotted nut and cotter pin, tighten the nut to 85 Nm (63 lb ft). If necessary, tighten the nut slightly in order to insert the cotter pin through the tie rod stud. Bend the cotter pin ends against the flats of the nuts. 35. Partially raise the rear of the engine cradle. 36. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten the bolt to 48 Nm (35 lb ft). 37. Raise the rear of the engine cradle and install the rear attaching bolts. Tighten Tighten the bolts to 180 Nm (133 lb ft). 38. Install the left front tire and wheel assembly. Tighten Tighten the wheel nuts to 140 Nm (103 lb ft). 39. Lower the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9103 40. Check the power steering fluid level and add if necessary. 41. Check the alignment and set toe-in as necessary. 42. Close the hood. Steering Gear Replacement, If Required -- 1996 Buick Regal, 1997-1998 Chevrolet Lumina, Monte Carlo, 1996-1997 Oldsmobile Cutlass Supreme, 1996 Pontiac Grand Prix For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. Important Steering gears currently available from GMSPO are verified good stock and do not require bearing inspection or replacement. The following service procedure is based on certain steps having already been performed in the inspection procedure. 1. Remove the right front tire and wheel assembly. 2. Remove the nut that attaches the outer right tie rod end to the steering knuckle. 3. Using the J 24319-B, or equivalent, separate the outer right tie rod end from the steering knuckle. 4. If equipped, disconnect the electrical connector form the switch on the steering gear. 5. Place the steering gear back inside of the mounting brackets on the engine cradle. 6. If equipped, release the strap that attaches the power steering fluid lines to the steering gear. 7. Loosen and disconnect both power steering fluid lines from the steering gear. 8. Remove the steering gear form the vehicle. 9. Remove the tie rod ends from the original steering gear. 10. Measure the position of the adjuster nuts on the old steering gear and adjust the new nuts on the new steering gear to the same measurement. 11. Install the tie rod ends on the new steering gear. Tighten Tighten the adjuster nuts to 68 Nm (50 lb ft). 12. If equipped, transfer the switch to the new steering gear. 13. Install the new steering gear in the engine cradle mounting brackets. 14. Install the steering gear attaching bolts. Tighten Tighten to 80 Nm (59 lb ft). 15. Connect the power steering fluid lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 16. If equipped, connect the electrical connector to the switch on the steering gear. 17. On models equipped with a 3.4L engine, install the heat shield and attaching bolts. Tighten Tighten to 6 Nm (53 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9104 18. Install both outer tie rod ends to the steering knuckles. On models with torque prevailing nuts, tighten the nut to 30 Nm (22 lb ft) and then tighten an additional 115 degrees. On models with a slotted nut and cotter pin, tighten the nut to 85 Nm (63 lb ft). If necessary, tighten the nut slightly in order to insert the cotter pin through the tie rod stud. Bend the cotter pin ends against the flats of the nuts. 19. Partially raise the rear of the engine cradle. 20. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten to 48 Nm (35 lb ft). 21. Raise the rear of the engine cradle and install the rear attaching bolts. Tighten Tighten to 180 Nm (133 lb ft). 22. Install both front tire and wheel assemblies. Tighten Tighten the wheel nuts to 140 Nm (103 lb ft). 23. Lower the vehicle. 24. Add power steering fluid and bleed the system. 25. Check the alignment and set toe-in as necessary. 26. Close the hood. 97-98 Malibu, 97-98 Cutlass Lower Pinion Bearing Inspection -- 1997-1998 Chevrolet Malibu, 1997-1998 Oldsmobile Cutlass Because of limited access in this vehicle, the pinion bearing can only be inspected after the steering gear has been completely removed from the vehicle. For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. Tools Required ^ J 44714-B Pinion Bearing Remover ^ J 24319-B Steering Linkage and Tie Rod Puller 1. Open the hood. 2. Raise the vehicle on a suitable hoist and support. 3. Remove both front tire and wheel assemblies. 4. Remove the nuts securing the outer tie rod ends to the steering knuckles. 5. Using the J 24319-B, Steering Linkage and Tie Rod Puller, or equivalent, separate the outer tie rod ends from the steering knuckles. 6. Remove the one bolts and two nuts attaching the rear transmission mount to the engine cradle. 7. Support the rear of the engine cradle. 8. Remove the six bolts that attach the rear of the engine cradle to the body. 9. Partially lower the rear of the engine cradle. 10. Remove the bolt and separate the intermediate steering shaft from the steering gear. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9105 11. Remove the stabilizer link bolts from both lower control arms. 12. Lower the rear of the engine cradle as necessary to access the steering gear attaching bolts. 13. Remove the two bolts attaching the steering gear to the engine cradle. 14. Loosen and disconnect both power steering fluid lines from the steering gear. 15. Remove the steering gear from the engine cradle mounting brackets. 16. Remove the steering gear from the vehicle. Important When removing the dust cap in the next step, watch for loose ball bearings that may have separated from the inner and outer pinion bearing races. 17. Remove the dust cap (3) from the steering gear housing (2) and inspect for loose ball bearings. Refer to Figure 1. ^ If no ball bearings were found in the dust cap, proceed to the next step and replace the lower pinion bearing. ^ If one or more ball bearings were found loose in the dust cap, proceed to the section in this bulletin titled, "Steering Gear Replacement", for the described vehicle. Notice Failure to perform the next step may result in damage to the lower pinion bearing removal tool J 44714-1. 18. Loosen the adjuster plug lock nut (3) and the adjuster plug (2). Refer to Figure 2. Do not remove the plug. Notice If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 19. While holding the stub shaft (1), remove the retaining nut (4) from the pinion shaft. Refer to Figure 1. Do not reuse the nut. 20. Remove the lower retaining snap ring (1). Refer to Figure 3. Important The bearing retainer being removed in the next step is a small piece of wire that keeps all of the bearings evenly spaced inside the bearing races. 21. Using a small "pick" like tool, remove the bearing retainer from the bearing. Refer to Figure 4. 22. After removing the bearing retainer, reposition the ball bearings into two groups of four. Refer to Figure 5. 23. Separate the 2-legged puller from the center nut on the J 44714-B and insert the puller legs into the openings between the two groups of ball bearings. 24. With the forcing screw backed off, screw the center nut into the puller. Tighten Tighten the nut until it bottoms against the puller. Refer to Figure 6. 25. While holding the center nut with a wrench, tighten the forcing screw to remove the bearing from the housing. Refer to Figure 7. Important Inspect the gear housing to ensure that all pieces of the old bearing have been removed. 26. Apply a small quantity of lubrication (e.g., multi-purpose grease or power steering fluid) inside of the housing bore where the new bearing will be installed. 27. Center the new bearing over the pinion thread. The bearing can be installed with either side facing outwards. 28. Place the bearing installer (1), J 44714-2 (included in J 44714-B) over the pinion thread. Refer to Figure 8. Lightly tap the bearing installer with a hammer until the bearing is seated in the housing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9106 29. Install a new snap ring. When properly installed, the large lug (1) on the snap ring must be on the right side as shown in Figure 9. Notice If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 30. While holding the stub shaft (1) install a new retaining nut (3) on the pinion shaft. Refer to Figure 10. Tighten Tighten to 30 Nm (22 lb ft). 31. With the rack centered in the housing, tighten the adjuster plug (2) to 10 Nm (88 lb in), and then back off 40 to 50 degrees. Refer to Figure 11. Check the torque on the pinion. Maximum pinion preload torque is 4 Nm (35 lb in). 32. Tighten the adjuster plug lock nut (3) firmly against the steering gear housing while holding the adjuster plug (2) stationary. 33. Install a new dust cap (2) to the steering gear housing. 34. Install the steering gear in the engine cradle mounting brackets. 35. Install the two bolts attaching the steering gear to the engine cradle. Tighten Tighten to 120 Nm (88 lb ft). 36. Connect the power steering fluid lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 37. Partially raise the rear of the engine cradle. 38. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten to 22 Nm (16 lb ft). 39. Install the stabilizer link bolts in both lower control arms. Tighten Tighten to 17 Nm (13 lb ft). 40. Raise the rear of the engine cradle and install the six bolts. Refer to Figure 12. Tighten ^ Tighten the rear suspension crossmember bolts (1) to 110 Nm (81 lb ft). ^ Tighten the suspension crossmember to body bolts (2) to 82 Nm (60 lb ft). 41. Install the one bolt and two nuts that attach the rear transmission mount to the engine cradle. Tighten Tighten to 66 Nm (49 lb ft). 42. Install both outer tie rod ends to the knuckles. Tighten Tighten the nuts to 45 Nm (33 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9107 43. Install both front tire and wheel assemblies. Tighten Tighten to 140 Nm (103 lb ft). 44. Lower the vehicle. 45. Check the power steering fluid level and add if necessary. 46. Check the alignment and set toe-in as necessary. 47. Close the hood. Steering Gear Replacement, If Required -- 1997-1998 Chevrolet Malibu, 1997-1998 Oldsmobile Cutlass For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. Important Steering gears currently available from GMSPO are verified good stock and do not require bearing inspection or replacement. The following service procedure is based on the steering gear having been removed from the vehicle during the inspection procedure. 1. Remove the tie rod ends from the original steering gear. 2. Measure the position of the adjuster nuts on the old steering gear and adjust the new nuts on the new steering gear to the same measurement. 3. Install the tie rod ends on the new steering gear. Tighten Tighten the adjuster nuts to 68 Nm (50 lb ft). 4. Install the new steering gear in the engine cradle mounting brackets. 5. Install the two bolts attaching the steering gear to the engine cradle. Tighten Tighten to 120 Nm (88 lb ft). 6. Connect the power steering fluid lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 7. Partially raise the rear of the engine cradle. 8. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten to 22 Nm (16 lb ft). 9. Install the stabilizer link bolts in both lower control arms. Tighten Tighten to 17 Nm (13 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9108 10. Raise the rear of the engine cradle and install the six bolts. Refer to Figure 12. Tighten ^ Tighten the rear suspension crossmember bolts (1) to 110 Nm (81 lb ft). ^ Tighten the suspension crossmember to body bolts (2) to 82 Nm (60 lb ft). 11. Install the one bolt and two nuts that attach the rear transmission mount to the engine cradle. Tighten Tighten to 66 Nm (49 lb ft). 12. Install both outer tie rod ends to the knuckles. Tighten Tighten to 45 Nm (33 lb ft). 13. Install both front tire and wheel assemblies. Tighten Tighten to 140 Nm (103 lb ft). 14. Lower the vehicle. 15. Add power steering fluid and bleed the system. 16. Check the alignment and set toe-in as necessary. 17. Close the hood. 97-98 Regal, 98 Intrigue Lower Pinion Bearing Inspection -- 1997-1998 Buick Regal, 1998 Oldsmobile Intrigue The following service procedure is for inspection of the lower pinion bearing and can be performed without completely removing the steering gear from the vehicle. Tools Required ^ J 44714-B Pinion Bearing Remover ^ J 24319-B Steering Linkage and Tie Rod Puller 1. Open the hood. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9109 2. Raise the vehicle on a suitable hoist and support. Important When removing the dust cap in the next step, watch for loose ball bearings that may have separated from the inner and outer pinion hearing races. 3. Remove the dust cap (3) from the steering gear housing (2) and inspect for loose ball bearings. Refer to Figure 1. ^ If no ball bearings were found in the dust cap, proceed to the next step and replace the lower pinion bearing. ^ If one or more ball bearings were found loose in the dust cap, proceed to the section in this bulletin titled, "Steering Gear Replacement", for the described vehicles. 4. Support the rear of the engine frame (cradle) and remove the two rear attaching bolts. 5. Remove the left and right side stabilizer bar links from the lower control arms. 6. Reposition the stabilizer bar as necessary to improve access to the steering gear. 7. Remove the two bolts that attach the steering gear to the engine cradle. 8. Remove the bolt and separate the intermediate steering shaft from the steering gear. 9. Lower the rear of the engine cradle as necessary to access the steering gear. 10. Remove the steering gear from the engine cradle mounting brackets and reposition to access the adjuster plug lock nut and the adjuster plug. Do not remove the plug. 11. Loosen the adjuster plug lock nut (3) and the adjuster plug (2). Refer to Figure 2. Do not remove the plug. Important If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 12. While holding the stub shaft (1), remove the retaining nut (4) from the pinion shaft. Refer to Figure 1. Do not reuse the nut. 13. Remove the lower retaining snap ring (1). Refer to Figure 3. Important Placement of a block of wood between the steering gear housing and the transmission case will help to support the steering gear in the next step. Important The bearing retainer being removed in the next step is a small piece of wire that keeps all of the ball bearings evenly spaced inside the the bearing races. 14. Using a small "pick" like too, remove the bearing retainer from the bearing. Refer to Figure 4. 15. After removing the bearing retainer, reposition the ball bearings into two groups of four. Refer to Figure 5. 16. Separate the 2-legged puller from the center nut on the J 44714-B, Steering Linkage and Tie Rod Puller, and insert the puller legs into the openings between the two groups of ball bearings. 17. With the forcing screw backed off, screw the center nut into the puller. Tighten Tighten the nut until it bottoms against the puller. 18. While holding the center nut with a wrench, tighten the forcing screw to remove the bearing from the housing. See Figure 7. Important Inspect the gear housing to ensure that all pieces of the old bearing have been removed. 19. Apply a small quantity of lubrication (e.g. multi-purpose grease or power steering fluid) inside the housing bore where the new bearing will be installed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9110 20. Center the new bearing over the pinion thread. The bearing can be installed with either side facing outwards. 21. Place the bearing installer (1) J 44714-2 (included in J 44714-B) over the pinion thread. Refer to Figure 8. If necessary, use the extension included with the installer. Lightly tap with a hammer until the bearing is seated in the housing. 22. Install a new snap ring. Refer to Figure 9. When properly installed, the large lug (1) on the snap ring must be on the right side as shown. Important If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 23. While holding the stub shaft (1), install a new retaining nut (3) on the pinion shaft. Refer to Figure 10. Tighten Tighten the retaining nut to 30 Nm (22 lb ft). 24. Install a new dust cap (2) to the steering gear housing. 25. Center the rack in the housing. Tighten Tighten the adjuster plug (2) to 10 Nm (88 lb in), and then back off 40 to 50 degrees (4). Refer to Figure 11. 26. Check the torque on the pinion. Maximum pinion preload torque is 4 Nm (35 lb in). 27. Tighten the adjuster plug lock nut (3) firmly against the steering gear housing while holding the adjuster plug (2) stationary. 28. Install the steering gear in the engine cradle mounting brackets. 29. Install the two bolts that attach the steering gear to the engine cradle. Tighten Tighten to 80 Nm (59 lb ft). 30. Raise the rear of the engine cradle and install the rear attaching bolts. Tighten Tighten to 180 Nm (133 lb ft). 31. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten the bolt to 48 Nm (35 lb ft). 32. Reposition the stabilizer bar. 33. Install the left and right side stabilizer bar links to the lower control arm. Tighten Tighten to 23 Nm (17 lb ft). 34. Lower the vehicle. 35. Check the power steering fluid and add if necessary. Steering Gear Replacement, If Required -- 1997-1998 Buick Regal, 1998 Oldsmobile Intrigue For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. The following service procedure is based on certain steps having already been performed in the inspection procedure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9111 1. Remove the bolt and separate the intermediate steering shaft from the steering gear. 2. Support the rear of the engine frame (cradle) and remove the two rear attaching bolts. 3. Remove the left and right side stabilizer bar links from the lower control arms. 4. Reposition the stabilizer bar as necessary to improve access to the steering gear. 5. Remove the two bolts that attach the steering gear to the engine cradle. 6. Lower the rear of the engine cradle as necessary to access the steering gear. 7. Loosen the outer tie rod end adjuster nuts. 8. Remove both wheel and tire assemblies. 9. Remove the nuts that attach the tie rod ends to the steering knuckles. 10. Using the J 24319-B (outer tie rod end puller) or equivalent, separate the tie rod ends from the knuckles. 11. Disconnect the pressure and return lines from the steering gear. 12. If equipped, disconnect the electrical connector from the steering gear. 13. Remove the steering gear from the vehicle. 14. Remove the tie rod ends from the old steering gear. 15. Measure the position of the adjuster nuts on the old steering gear and adjust the new nuts on the new steering gear to the same measurement. 16. Install the tie rod ends on the new steering gear. Tighten Tighten the adjuster nuts to 68 Nm (50 lb ft). 17. Install the new steering gear in the engine cradle mounting brackets. 18. If equipped, connect the electrical connector for the steering gear. 19. Install the two bolts that attach the steering gear to the engine cradle. Tighten Tighten to 80 Nm (59 lb ft). 20. Connect the pressure and return lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 21. Install the tie rod ends to the steering knuckles. Install the retaining nuts. Tighten Tighten to 30 Nm (22 lb ft), plus 120 degrees (or 2 flats of the nut). 22. Raise the rear of the engine cradle and install the two rear attaching bolts. Tighten Tighten to 180 Nm (133 lb ft). 23. Install the intermediate steering shaft to the steering gear and install the bolt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9112 Tighten Tighten to 48 Nm (35 lb ft). 24. Reposition the stabilizer bar. 25. Install the left and right side stabilizer bar links to the lower control arms. Tighten Tighten to 23 Nm (17 lb ft). 26. Install both wheel and tire assemblies. Install lug nuts. Tighten Tighten lug nuts to 140 Nm (103 lb ft). 27. Lower the vehicle. 28. Add power steering fluid and bleed the system. 29. Check the alignment and set toe-in as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9113 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9114 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 83-32-10 > Nov > 98 > Tools - Adjuster Locknut Wrench Steering Gear: All Technical Service Bulletins Tools - Adjuster Locknut Wrench File In Section: 3 - Steering/Suspension Bulletin No.: 83-32-10 Date: November, 1998 INFORMATION Subject: Essential Tool J 43435 Adjuster Locknut Wrench Models: 1990-99 Passenger Cars and Trucks with Integral Power Steering A new essential tool, J 43435 Adjuster Locknut Wrench, has been sent to all GM Dealers. This tool should be used on all Integral power steering gears, both past and current models. The following procedure should be used In place of existing Service Manual procedures for Coupling Shield and Locknut Removal and Replacement. The correct adjustment procedure and use of the essential tools are critical to restore the vehicle "On Center" feel (See Figure 1). Important: Coupling shield retainer and locknut assembly replacement procedures require the following special tools: J 42882 Adjuster Nut Wrench J 43435 Adjuster Locknut Wrench Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 83-32-10 > Nov > 98 > Tools - Adjuster Locknut Wrench > Page 9119 (See Figure 2) Procedure 1. Place J 42882 over the end of the stub shaft. Place J 43435 over the end. J 43435 is reversible and can be used with both old and new style coupling shield retainers and locknuts. 2. Tighten the coupling shield retainer and locknut assembly after an adjustment or repair has been made to the power steering gear to the specified torque (See Figure 3). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 73-32-10 > Apr > 98 > Interior - Low Pitch Rattle, Clunk/Squeak From Front End Steering Gear: All Technical Service Bulletins Interior - Low Pitch Rattle, Clunk/Squeak From Front End File In Section: 3 - Steering/Suspension Bulletin No.: 73-32-10 Date: April, 1998 Subject: Low Pitch Rattle, Clunk and/or Squeak Noise Coming from Front End of Vehicle During Low Speeds (Replace Lower Control Arms or Install Rack and Pinion Steering Gear) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass Condition Some owners may comment on a low pitch rattle, clunk and/or squeak noise coming from the front of the vehicle while turning and/or driving straight ahead at low speeds, between 10-18 mph, (16-29 km/h). This noise condition is most apparent when driving over rough/spalled concrete, sharp bumps or broken pavement. A squeak noise may also be present during front end "jounce" conditions. Cause This condition may be due to vibrations from the suspension damping the rough roads that are being transmitted to the steering gear assembly. Correction Upon proper inspection, per the procedure in Section 3 - Steering/Suspension Diagnosis in the Service Manual, one of two conditions may exist: 1. Front Suspension Noise (rattle, clunk and/or squeak) heard while driving straight ahead and/or front end "jounce". ^ Replace both lower control arms, P/N 22606709 (left) and P/N 22606710 (right). 2. Front Suspension Noise (low pitch rattle and/or clunk) heard while turning. ^ Install a new rack and pinion steering gear assembly, P/N 26073200. Important: The new steering gear may result in a slight increase in steering effort while parking. Important: Before changing lower control arms and/or steering gear, exhaust all other possible sources of the noise, using the Service Manual procedure. Also inspect for the following: ^ Damaged suspension components ^ Worn control arm bushings ^ Worn strut dampener or mounting ^ Rack bearing preload (Sec: 3B1A8) ^ Loose stabilizer shaft ^ Loose wheel nuts or covers ^ Spring improperly positioned ^ Loose tie rod ends ^ Loose steering gear mounting ^ Intermediate shaft boot mispositioned Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Steering Gear: > 73-32-10 > Apr > 98 > Interior - Low Pitch Rattle, Clunk/Squeak From Front End > Page 9124 ^ Power steering hose or line grounding out Parts Information P/N Description 26073200 Kit - Steering Gear 22606709 Lower Control Arm Assembly - LH 22606710 Lower Control Arm Assembly - RH Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time E9720 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 83-32-10 > Nov > 98 > Tools - Adjuster Locknut Wrench Steering Gear: All Technical Service Bulletins Tools - Adjuster Locknut Wrench File In Section: 3 - Steering/Suspension Bulletin No.: 83-32-10 Date: November, 1998 INFORMATION Subject: Essential Tool J 43435 Adjuster Locknut Wrench Models: 1990-99 Passenger Cars and Trucks with Integral Power Steering A new essential tool, J 43435 Adjuster Locknut Wrench, has been sent to all GM Dealers. This tool should be used on all Integral power steering gears, both past and current models. The following procedure should be used In place of existing Service Manual procedures for Coupling Shield and Locknut Removal and Replacement. The correct adjustment procedure and use of the essential tools are critical to restore the vehicle "On Center" feel (See Figure 1). Important: Coupling shield retainer and locknut assembly replacement procedures require the following special tools: J 42882 Adjuster Nut Wrench J 43435 Adjuster Locknut Wrench Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 83-32-10 > Nov > 98 > Tools - Adjuster Locknut Wrench > Page 9130 (See Figure 2) Procedure 1. Place J 42882 over the end of the stub shaft. Place J 43435 over the end. J 43435 is reversible and can be used with both old and new style coupling shield retainers and locknuts. 2. Tighten the coupling shield retainer and locknut assembly after an adjustment or repair has been made to the power steering gear to the specified torque (See Figure 3). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 73-32-10 > Apr > 98 > Interior - Low Pitch Rattle, Clunk/Squeak From Front End Steering Gear: All Technical Service Bulletins Interior - Low Pitch Rattle, Clunk/Squeak From Front End File In Section: 3 - Steering/Suspension Bulletin No.: 73-32-10 Date: April, 1998 Subject: Low Pitch Rattle, Clunk and/or Squeak Noise Coming from Front End of Vehicle During Low Speeds (Replace Lower Control Arms or Install Rack and Pinion Steering Gear) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass Condition Some owners may comment on a low pitch rattle, clunk and/or squeak noise coming from the front of the vehicle while turning and/or driving straight ahead at low speeds, between 10-18 mph, (16-29 km/h). This noise condition is most apparent when driving over rough/spalled concrete, sharp bumps or broken pavement. A squeak noise may also be present during front end "jounce" conditions. Cause This condition may be due to vibrations from the suspension damping the rough roads that are being transmitted to the steering gear assembly. Correction Upon proper inspection, per the procedure in Section 3 - Steering/Suspension Diagnosis in the Service Manual, one of two conditions may exist: 1. Front Suspension Noise (rattle, clunk and/or squeak) heard while driving straight ahead and/or front end "jounce". ^ Replace both lower control arms, P/N 22606709 (left) and P/N 22606710 (right). 2. Front Suspension Noise (low pitch rattle and/or clunk) heard while turning. ^ Install a new rack and pinion steering gear assembly, P/N 26073200. Important: The new steering gear may result in a slight increase in steering effort while parking. Important: Before changing lower control arms and/or steering gear, exhaust all other possible sources of the noise, using the Service Manual procedure. Also inspect for the following: ^ Damaged suspension components ^ Worn control arm bushings ^ Worn strut dampener or mounting ^ Rack bearing preload (Sec: 3B1A8) ^ Loose stabilizer shaft ^ Loose wheel nuts or covers ^ Spring improperly positioned ^ Loose tie rod ends ^ Loose steering gear mounting ^ Intermediate shaft boot mispositioned Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 73-32-10 > Apr > 98 > Interior - Low Pitch Rattle, Clunk/Squeak From Front End > Page 9135 ^ Power steering hose or line grounding out Parts Information P/N Description 26073200 Kit - Steering Gear 22606709 Lower Control Arm Assembly - LH 22606710 Lower Control Arm Assembly - RH Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time E9720 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation Technical Service Bulletin # 03062 Date: 040129 Recall - Steering Gear Pinion Bearing Separation Bulletin No: 03062 Date: January 29, 2004 RECALL Product Safety - Power Steering Gear Lower Pinion Bearing Separation Models: 1996-1998 Buick Regal 1997-1998 Chevrolet Lumina, Malibu, Monte Carlo 1997-1998 Oldsmobile Cutlass 1996-1997 Oldsmobile Cutlass Supreme 1998 Oldsmobile Intrigue 1996 Pontiac Grand Prix Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 1996-1998 Buick Regal; 1997-1998 Chevrolet Lumina, Malibu, and Monte Carlo; 1997-1998 Oldsmobile Cutlass; 1996-1997 Oldsmobile Cutlass Supreme; 1998 Oldsmobile Intrigue; and 1996 Pontiac Grand Prix vehicles. Some of these vehicles have a condition where the lower pinion bearing in the power steering gear may separate. Most reports indicate the driver experienced an intermittent loss of power steering assist when making left turns, usually at low speeds. Power assist is normal in right hand turns. When trying to turn left, some drivers could experience higher resistance or, in a few cases assist towards the right. If this happens while the vehicle is moving, a crash could result. Correction Dealers are to inspect the condition of the lower pinion bearing and replace the lower pinion bearing, or in a few cases, replace the rack and pinion steering gear assembly. Vehicles Involved Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9141 Involved are certain 1996-1998 Buick Regal; 1997-1998 Chevrolet Lumina, Malibu, and Monte Carlo; 1997-1998 Oldsmobile Cutlass; 1996-1997 Oldsmobile Cutlass Supreme; 1998 Oldsmobile Intrigue; and 1996 Pontiac Grand Prix vehicles built within the VIN breakpoints shown. Important Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs [Not all vehicles within the above breakpoints may be involved. For US For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. The customer name and address data furnished will enable dealers to follow up with customers involved in this program. For Canada & IPC Computer listings containing the complete Vehicle Identification Number, customer name and address data of involved vehicles have been prepared, and are being furnished to involved dealers. The customer name and address data will enable dealers to follow up with customers involved in this recall. Any dealer not receiving a computer listing with the recall bulletin has no involved vehicles currently assigned. These dealer listings may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several provinces. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Parts Pre-Ship Information - For US and Canada Important An initial supply of steering gear pinion bearing kits required to complete this program will be pre-shipped to involved dealers of record. This pre-shipment is scheduled to begin the week of January 19, 2004 and will be approximately 20% of each dealers involved vehicles. Pre-shipped parts will be charged to dealers open parts account. Additional parts, if required, are to be obtained from General Motors Service Parts Operations (GMSPO). Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Special Tool During the week of January 19, 2004, dealers who did not have vehicles involved in recall 02049, will be shipped a Pinion Bearing Replacer, J 44714-B, for use in this recall. All other dealers were shipped this tool in December 2002, for use in recall 02049. This tool is being furnished at no charge. Additional tools, if required, may be purchased by contacting SPX Kent-Moore at 1-800-GM-TOOLS (1-800-468- 6657). Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the recall condition will be handled by the Customer Assistance Center, not by dealers. A General Motors Product Recall Customer Reimbursement Procedure Form is shown in this bulletin. Customer Reimbursement - For Canada Customer requests for reimbursement of previously paid repairs to correct the condition addressed in this bulletin are to be submitted by February 28, 2005. All reasonable customer paid receipts should be considered for reimbursement. The amount to be reimbursed will be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. When a customer requests reimbursement, they must provide the following: ^ Proof of ownership at time of repair. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9142 ^ Original paid receipt confirming the amount of repair expense(s) that were not reimbursed, a description of the repair, and the person or entity performing the repair. Claims for customer reimbursement on previously paid repairs are to be submitted as required by WINS. Important Refer to the GM Service Policies and Procedure Manual, section 1.6.2, for specific procedures reguarding Customer reimbursement verification. Claim Information Submit a Product Recall Claim with the information shown. Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission. Customer Notification -- For US and Canada General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Customer Notification -- For IPC Letters will be sent to known owners of record located within areas covered by the US National Traffic and Motor Vehicle Safety Act. For owners Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9143 outside these areas, dealers should notify customers using the sample letter shown. Dealer Recall Responsibility -- For US and IPC (US States, Territories, and Possessions) The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All All unsold new vehicles in dealers possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. GENERAL MOTORS PRODUCT PROGRAM CUSTOMER REIMBURSEMENT PROCEDURE If you have paid to have this recall condition corrected prior to receiving this notification, you may be eligible to receive reimbursement. Requests for reimbursement may include parts, labor, fees and taxes. Reimbursement may be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. Your claim will be acted upon within 60 days of receipt. If your claim is: ^ Approved, you will receive a check from General Motors. ^ Denied, you will receive a letter from General Motors with the reason(s) for the denial, or ^ Incomplete, you will receive a letter from General Motors identifying the documentation that is needed to complete the claim and offered the opportunity to resubmit the claim when the missing documentation is available. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9144 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9145 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9146 Please follow the instructions on the Claim Form shown to file a claim for reimbursement. If you have questions about this reimbursement procedure, please call the toll-free telephone number provided at the bottom of the form. If you need assistance with any other concern, please contact the appropriate Customer Assistance Center at the number shown. Disclaimer Steering Gear Inspection For Involvement Steering Gear Inspection for Involvement If a vehicle has had the power steering gear lower pinion bearing or steering gear replaced with a remanufactured GM steering gear assembly obtained from GMSPO or AC Delco prior to this recall, the applicable service procedure below will still need to be performed on the vehicle. If a vehicle had the power steering gear lower pinion bearing or steering gear replaced with a non-GM design (aftermarket) steering gear, DO NOT perform this recall. Attempting to perform this recall on a non-GM design steering gear may void the manufacturers warranty given to the customer at the time of the purchase. 1. Inspect the steering gear housing for one of the GM design steering gear identifiers listed below. ^ A label on the housing indicating that the gear was remanufactured for GM or AC Delco. ^ An 8-digit casting or part number stamped in the rear side of the aluminum housing above or near the left mounting hole. ^ An list, type logo in the aluminum housing. 2. If the steering gear housing has one of the identifier listed above, the recall must be performed. Proceed to the appropriate procedure. 3. If the steering gear housing DOES NOT have one of the identifiers listed above, ensure that the steering gear is non-GM design by contacting the customer and inquiring about where the vehicle was previously repaired. If the customer indicates that the subject steering gear was installed by a non-GM dealer, advise the customer that the recall does not apply, and if necessary, refer to customer to the Customer Assistance Center for reimbursement. 96 Regal, 97-98 Lumina & Monte Carlo, 96-97 Cutlass Supreme , 96 Grand Prix Lower Pinion Bearing Inspection -- 1996 Buick Regal; 1997-1998 Chevrolet Lumina, Monte Carlo; 1996-1997 Oldsmobile Cutlass Supreme; 1996 Pontiac Grand Prix The following service procedure is for inspection of the lower pinion bearing and can be performed without completely removing the steering gear from the vehicle. Tools Required ^ J 44714-B Pinion Bearing Remover ^ J 24319-B Steering Linkage and Tie Rod Puller 1. Open the hood. 2. Raise the vehicle on a suitable hoist and support. 3. Remove the left front tire and wheel assembly. 4. Support the rear of the engine cradle and remove the two rear cradle attaching bolts. 5. Partially lower the rear of the engine cradle. 6. Remove the bolt and separate the intermediate steering shaft from the steering gear. 7. Lower the rear of the engine cradle as necessary to access and remove the steering gear attaching bolts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9147 8. On models equipped with a 3.4L engine, remove the two bolts that attach the heat shield that covers the right steering gear attaching bolt. Remove the heat shield. 9. Remove the two bolts that attach the steering gear to the engine cradle. 10. Remove the nut that attaches the outer left tie rod end to the steering knuckle. 11. Using the J 24319-B, Steering Linkage and Tie Rod Puller, or equivalent, separate the outer left tie rod from the steering knuckle. 12. Remove the steering gear from the engine cradle mounting brackets and reposition to access the dust cap (3). Refer to Figure 1. Important When removing the dust cap in the next step, watch for loose ball hearings that may have separated from the inner and outer pinion bearing races. 13. Remove the dust cap (3) from the steering gear housing (2) and inspect for loose ball bearings. Refer to Figure 1. ^ If no ball bearings were found in the dust cap, proceed to the next step and replace the lower pinion bearing. ^ If one or more ball bearings were found loose in the dust cap, proceed to the section in this bulletin titled, "Steering Gear Replacement," for the described vehicle. 14. Reposition the steering gear as necessary to access the adjuster plug lock nut and the adjuster plug. Notice Failure to perform the next step may result in damage to the lower pinion bearing removal tool, J 44714-1. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9148 15. Loosen the adjuster plug nut (3) and the adjuster plug (2). Refer to Figure 2. Do not remove the plug. Notice If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 16. While holding the stub shaft (1), remove the retaining nut (4) from the pinon shaft. Refer to Figure 1. Do not reuse the nut. 17. Remove the lower retaining snap ring (1). Refer to Figure 3. Important The bearing retainer being removed in the next step is a small piece of wire that keeps all the bail bearings evenly spaced inside the bearing races. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9149 18. Using a small "pick" like tool, remove the bearing retainer from the bearing. Refer to Figure 4. 19. After removing the bearing retainer, reposition the ball bearings into two groups of four. Refer to Figure 5 20. Separate the 2-legged puller from the center nut on the J 44714-B and insert the puller legs into the openings between the two groups of ball bearings. 21. With the forcing screw back off, screw the center nut into the puller and tighten until the nut bottoms against the puller. Refer to Figure 6. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9150 22. While holding the center nut with a wrench, tighten the forcing screw to remove the bearing from the housing. Refer to Figure 7. Important Inspect the gear housing to ensure that all pieces of the old bearing have been removed. 23. Apply a small quantity of lubrication (e.g., multi-purpose grease or power steering fluid) inside of the housing bore where the new bearing will be installed. 24. Center the new bearing over the pinion thread. The bearing can be installed with either side facing outwards. 25. Place the bearing installer (1) J 44714-2 (included in J 44714-B) over the pinion thread. Refer to Figure 8. If necessary, use the extension included with the installer. Lightly tap the bearing installer with a hammer until the bearing is seated in the housing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9151 26. Install a new snap ring. When properly installed, the large lug (1) on the snap ring must be on the right side as shown in Figure 9. Important If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 27. While holding the stub shaft (1), install a new retaining nut (3) on the pinion shaft. Refer to Figure 10. Tighten Tighten the nut to 30 Nm (22 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9152 28. With the rack centered in the housing, tighten the adjuster plug (2) to 10 Nm (88 lb in), and then back off 40 to 50 degrees. Refer to Figure 11. Check the torque on the pinion. Maximum pinion preload torque is 4 Nm (35 lb in). 29. Tighten the adjuster plug lock nut (3) firmly against the steering gear housing while holding the adjuster plug (2) stationary. 30. Install a new dust cap (2) to the steering gear housing. 31. Install the steering gear in the engine cradle mounting brackets. 32. Install the steering gear attaching bolts. Tighten Tighten the bolts to 80 Nm (59 lb ft). 33. On models equipped with a 3.4L engine, install the heat shield and attaching bolts. Tighten Tighten the bolts to 6 Nm (54 lb in). 34. Install the left outer tie rod to the steering knuckle. On models with a torque prevailing nut, tighten the nut to 30 Nm (22 lb ft) and then tighten an additional 115 degrees. On models with a slotted nut and cotter pin, tighten the nut to 85 Nm (63 lb ft). If necessary, tighten the nut slightly in order to insert the cotter pin through the tie rod stud. Bend the cotter pin ends against the flats of the nuts. 35. Partially raise the rear of the engine cradle. 36. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten the bolt to 48 Nm (35 lb ft). 37. Raise the rear of the engine cradle and install the rear attaching bolts. Tighten Tighten the bolts to 180 Nm (133 lb ft). 38. Install the left front tire and wheel assembly. Tighten Tighten the wheel nuts to 140 Nm (103 lb ft). 39. Lower the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9153 40. Check the power steering fluid level and add if necessary. 41. Check the alignment and set toe-in as necessary. 42. Close the hood. Steering Gear Replacement, If Required -- 1996 Buick Regal, 1997-1998 Chevrolet Lumina, Monte Carlo, 1996-1997 Oldsmobile Cutlass Supreme, 1996 Pontiac Grand Prix For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. Important Steering gears currently available from GMSPO are verified good stock and do not require bearing inspection or replacement. The following service procedure is based on certain steps having already been performed in the inspection procedure. 1. Remove the right front tire and wheel assembly. 2. Remove the nut that attaches the outer right tie rod end to the steering knuckle. 3. Using the J 24319-B, or equivalent, separate the outer right tie rod end from the steering knuckle. 4. If equipped, disconnect the electrical connector form the switch on the steering gear. 5. Place the steering gear back inside of the mounting brackets on the engine cradle. 6. If equipped, release the strap that attaches the power steering fluid lines to the steering gear. 7. Loosen and disconnect both power steering fluid lines from the steering gear. 8. Remove the steering gear form the vehicle. 9. Remove the tie rod ends from the original steering gear. 10. Measure the position of the adjuster nuts on the old steering gear and adjust the new nuts on the new steering gear to the same measurement. 11. Install the tie rod ends on the new steering gear. Tighten Tighten the adjuster nuts to 68 Nm (50 lb ft). 12. If equipped, transfer the switch to the new steering gear. 13. Install the new steering gear in the engine cradle mounting brackets. 14. Install the steering gear attaching bolts. Tighten Tighten to 80 Nm (59 lb ft). 15. Connect the power steering fluid lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 16. If equipped, connect the electrical connector to the switch on the steering gear. 17. On models equipped with a 3.4L engine, install the heat shield and attaching bolts. Tighten Tighten to 6 Nm (53 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9154 18. Install both outer tie rod ends to the steering knuckles. On models with torque prevailing nuts, tighten the nut to 30 Nm (22 lb ft) and then tighten an additional 115 degrees. On models with a slotted nut and cotter pin, tighten the nut to 85 Nm (63 lb ft). If necessary, tighten the nut slightly in order to insert the cotter pin through the tie rod stud. Bend the cotter pin ends against the flats of the nuts. 19. Partially raise the rear of the engine cradle. 20. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten to 48 Nm (35 lb ft). 21. Raise the rear of the engine cradle and install the rear attaching bolts. Tighten Tighten to 180 Nm (133 lb ft). 22. Install both front tire and wheel assemblies. Tighten Tighten the wheel nuts to 140 Nm (103 lb ft). 23. Lower the vehicle. 24. Add power steering fluid and bleed the system. 25. Check the alignment and set toe-in as necessary. 26. Close the hood. 97-98 Malibu, 97-98 Cutlass Lower Pinion Bearing Inspection -- 1997-1998 Chevrolet Malibu, 1997-1998 Oldsmobile Cutlass Because of limited access in this vehicle, the pinion bearing can only be inspected after the steering gear has been completely removed from the vehicle. For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. Tools Required ^ J 44714-B Pinion Bearing Remover ^ J 24319-B Steering Linkage and Tie Rod Puller 1. Open the hood. 2. Raise the vehicle on a suitable hoist and support. 3. Remove both front tire and wheel assemblies. 4. Remove the nuts securing the outer tie rod ends to the steering knuckles. 5. Using the J 24319-B, Steering Linkage and Tie Rod Puller, or equivalent, separate the outer tie rod ends from the steering knuckles. 6. Remove the one bolts and two nuts attaching the rear transmission mount to the engine cradle. 7. Support the rear of the engine cradle. 8. Remove the six bolts that attach the rear of the engine cradle to the body. 9. Partially lower the rear of the engine cradle. 10. Remove the bolt and separate the intermediate steering shaft from the steering gear. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9155 11. Remove the stabilizer link bolts from both lower control arms. 12. Lower the rear of the engine cradle as necessary to access the steering gear attaching bolts. 13. Remove the two bolts attaching the steering gear to the engine cradle. 14. Loosen and disconnect both power steering fluid lines from the steering gear. 15. Remove the steering gear from the engine cradle mounting brackets. 16. Remove the steering gear from the vehicle. Important When removing the dust cap in the next step, watch for loose ball bearings that may have separated from the inner and outer pinion bearing races. 17. Remove the dust cap (3) from the steering gear housing (2) and inspect for loose ball bearings. Refer to Figure 1. ^ If no ball bearings were found in the dust cap, proceed to the next step and replace the lower pinion bearing. ^ If one or more ball bearings were found loose in the dust cap, proceed to the section in this bulletin titled, "Steering Gear Replacement", for the described vehicle. Notice Failure to perform the next step may result in damage to the lower pinion bearing removal tool J 44714-1. 18. Loosen the adjuster plug lock nut (3) and the adjuster plug (2). Refer to Figure 2. Do not remove the plug. Notice If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 19. While holding the stub shaft (1), remove the retaining nut (4) from the pinion shaft. Refer to Figure 1. Do not reuse the nut. 20. Remove the lower retaining snap ring (1). Refer to Figure 3. Important The bearing retainer being removed in the next step is a small piece of wire that keeps all of the bearings evenly spaced inside the bearing races. 21. Using a small "pick" like tool, remove the bearing retainer from the bearing. Refer to Figure 4. 22. After removing the bearing retainer, reposition the ball bearings into two groups of four. Refer to Figure 5. 23. Separate the 2-legged puller from the center nut on the J 44714-B and insert the puller legs into the openings between the two groups of ball bearings. 24. With the forcing screw backed off, screw the center nut into the puller. Tighten Tighten the nut until it bottoms against the puller. Refer to Figure 6. 25. While holding the center nut with a wrench, tighten the forcing screw to remove the bearing from the housing. Refer to Figure 7. Important Inspect the gear housing to ensure that all pieces of the old bearing have been removed. 26. Apply a small quantity of lubrication (e.g., multi-purpose grease or power steering fluid) inside of the housing bore where the new bearing will be installed. 27. Center the new bearing over the pinion thread. The bearing can be installed with either side facing outwards. 28. Place the bearing installer (1), J 44714-2 (included in J 44714-B) over the pinion thread. Refer to Figure 8. Lightly tap the bearing installer with a hammer until the bearing is seated in the housing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9156 29. Install a new snap ring. When properly installed, the large lug (1) on the snap ring must be on the right side as shown in Figure 9. Notice If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 30. While holding the stub shaft (1) install a new retaining nut (3) on the pinion shaft. Refer to Figure 10. Tighten Tighten to 30 Nm (22 lb ft). 31. With the rack centered in the housing, tighten the adjuster plug (2) to 10 Nm (88 lb in), and then back off 40 to 50 degrees. Refer to Figure 11. Check the torque on the pinion. Maximum pinion preload torque is 4 Nm (35 lb in). 32. Tighten the adjuster plug lock nut (3) firmly against the steering gear housing while holding the adjuster plug (2) stationary. 33. Install a new dust cap (2) to the steering gear housing. 34. Install the steering gear in the engine cradle mounting brackets. 35. Install the two bolts attaching the steering gear to the engine cradle. Tighten Tighten to 120 Nm (88 lb ft). 36. Connect the power steering fluid lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 37. Partially raise the rear of the engine cradle. 38. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten to 22 Nm (16 lb ft). 39. Install the stabilizer link bolts in both lower control arms. Tighten Tighten to 17 Nm (13 lb ft). 40. Raise the rear of the engine cradle and install the six bolts. Refer to Figure 12. Tighten ^ Tighten the rear suspension crossmember bolts (1) to 110 Nm (81 lb ft). ^ Tighten the suspension crossmember to body bolts (2) to 82 Nm (60 lb ft). 41. Install the one bolt and two nuts that attach the rear transmission mount to the engine cradle. Tighten Tighten to 66 Nm (49 lb ft). 42. Install both outer tie rod ends to the knuckles. Tighten Tighten the nuts to 45 Nm (33 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9157 43. Install both front tire and wheel assemblies. Tighten Tighten to 140 Nm (103 lb ft). 44. Lower the vehicle. 45. Check the power steering fluid level and add if necessary. 46. Check the alignment and set toe-in as necessary. 47. Close the hood. Steering Gear Replacement, If Required -- 1997-1998 Chevrolet Malibu, 1997-1998 Oldsmobile Cutlass For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. Important Steering gears currently available from GMSPO are verified good stock and do not require bearing inspection or replacement. The following service procedure is based on the steering gear having been removed from the vehicle during the inspection procedure. 1. Remove the tie rod ends from the original steering gear. 2. Measure the position of the adjuster nuts on the old steering gear and adjust the new nuts on the new steering gear to the same measurement. 3. Install the tie rod ends on the new steering gear. Tighten Tighten the adjuster nuts to 68 Nm (50 lb ft). 4. Install the new steering gear in the engine cradle mounting brackets. 5. Install the two bolts attaching the steering gear to the engine cradle. Tighten Tighten to 120 Nm (88 lb ft). 6. Connect the power steering fluid lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 7. Partially raise the rear of the engine cradle. 8. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten to 22 Nm (16 lb ft). 9. Install the stabilizer link bolts in both lower control arms. Tighten Tighten to 17 Nm (13 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9158 10. Raise the rear of the engine cradle and install the six bolts. Refer to Figure 12. Tighten ^ Tighten the rear suspension crossmember bolts (1) to 110 Nm (81 lb ft). ^ Tighten the suspension crossmember to body bolts (2) to 82 Nm (60 lb ft). 11. Install the one bolt and two nuts that attach the rear transmission mount to the engine cradle. Tighten Tighten to 66 Nm (49 lb ft). 12. Install both outer tie rod ends to the knuckles. Tighten Tighten to 45 Nm (33 lb ft). 13. Install both front tire and wheel assemblies. Tighten Tighten to 140 Nm (103 lb ft). 14. Lower the vehicle. 15. Add power steering fluid and bleed the system. 16. Check the alignment and set toe-in as necessary. 17. Close the hood. 97-98 Regal, 98 Intrigue Lower Pinion Bearing Inspection -- 1997-1998 Buick Regal, 1998 Oldsmobile Intrigue The following service procedure is for inspection of the lower pinion bearing and can be performed without completely removing the steering gear from the vehicle. Tools Required ^ J 44714-B Pinion Bearing Remover ^ J 24319-B Steering Linkage and Tie Rod Puller 1. Open the hood. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9159 2. Raise the vehicle on a suitable hoist and support. Important When removing the dust cap in the next step, watch for loose ball bearings that may have separated from the inner and outer pinion hearing races. 3. Remove the dust cap (3) from the steering gear housing (2) and inspect for loose ball bearings. Refer to Figure 1. ^ If no ball bearings were found in the dust cap, proceed to the next step and replace the lower pinion bearing. ^ If one or more ball bearings were found loose in the dust cap, proceed to the section in this bulletin titled, "Steering Gear Replacement", for the described vehicles. 4. Support the rear of the engine frame (cradle) and remove the two rear attaching bolts. 5. Remove the left and right side stabilizer bar links from the lower control arms. 6. Reposition the stabilizer bar as necessary to improve access to the steering gear. 7. Remove the two bolts that attach the steering gear to the engine cradle. 8. Remove the bolt and separate the intermediate steering shaft from the steering gear. 9. Lower the rear of the engine cradle as necessary to access the steering gear. 10. Remove the steering gear from the engine cradle mounting brackets and reposition to access the adjuster plug lock nut and the adjuster plug. Do not remove the plug. 11. Loosen the adjuster plug lock nut (3) and the adjuster plug (2). Refer to Figure 2. Do not remove the plug. Important If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 12. While holding the stub shaft (1), remove the retaining nut (4) from the pinion shaft. Refer to Figure 1. Do not reuse the nut. 13. Remove the lower retaining snap ring (1). Refer to Figure 3. Important Placement of a block of wood between the steering gear housing and the transmission case will help to support the steering gear in the next step. Important The bearing retainer being removed in the next step is a small piece of wire that keeps all of the ball bearings evenly spaced inside the the bearing races. 14. Using a small "pick" like too, remove the bearing retainer from the bearing. Refer to Figure 4. 15. After removing the bearing retainer, reposition the ball bearings into two groups of four. Refer to Figure 5. 16. Separate the 2-legged puller from the center nut on the J 44714-B, Steering Linkage and Tie Rod Puller, and insert the puller legs into the openings between the two groups of ball bearings. 17. With the forcing screw backed off, screw the center nut into the puller. Tighten Tighten the nut until it bottoms against the puller. 18. While holding the center nut with a wrench, tighten the forcing screw to remove the bearing from the housing. See Figure 7. Important Inspect the gear housing to ensure that all pieces of the old bearing have been removed. 19. Apply a small quantity of lubrication (e.g. multi-purpose grease or power steering fluid) inside the housing bore where the new bearing will be installed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9160 20. Center the new bearing over the pinion thread. The bearing can be installed with either side facing outwards. 21. Place the bearing installer (1) J 44714-2 (included in J 44714-B) over the pinion thread. Refer to Figure 8. If necessary, use the extension included with the installer. Lightly tap with a hammer until the bearing is seated in the housing. 22. Install a new snap ring. Refer to Figure 9. When properly installed, the large lug (1) on the snap ring must be on the right side as shown. Important If the stub shaft is not held in the next step, damage to the pinion teeth will occur. 23. While holding the stub shaft (1), install a new retaining nut (3) on the pinion shaft. Refer to Figure 10. Tighten Tighten the retaining nut to 30 Nm (22 lb ft). 24. Install a new dust cap (2) to the steering gear housing. 25. Center the rack in the housing. Tighten Tighten the adjuster plug (2) to 10 Nm (88 lb in), and then back off 40 to 50 degrees (4). Refer to Figure 11. 26. Check the torque on the pinion. Maximum pinion preload torque is 4 Nm (35 lb in). 27. Tighten the adjuster plug lock nut (3) firmly against the steering gear housing while holding the adjuster plug (2) stationary. 28. Install the steering gear in the engine cradle mounting brackets. 29. Install the two bolts that attach the steering gear to the engine cradle. Tighten Tighten to 80 Nm (59 lb ft). 30. Raise the rear of the engine cradle and install the rear attaching bolts. Tighten Tighten to 180 Nm (133 lb ft). 31. Connect the intermediate steering shaft to the steering gear and install the bolt. Tighten Tighten the bolt to 48 Nm (35 lb ft). 32. Reposition the stabilizer bar. 33. Install the left and right side stabilizer bar links to the lower control arm. Tighten Tighten to 23 Nm (17 lb ft). 34. Lower the vehicle. 35. Check the power steering fluid and add if necessary. Steering Gear Replacement, If Required -- 1997-1998 Buick Regal, 1998 Oldsmobile Intrigue For additional information on steering gear removal, refer to the Steering section in the appropriate Service Manual or SI. The following service procedure is based on certain steps having already been performed in the inspection procedure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9161 1. Remove the bolt and separate the intermediate steering shaft from the steering gear. 2. Support the rear of the engine frame (cradle) and remove the two rear attaching bolts. 3. Remove the left and right side stabilizer bar links from the lower control arms. 4. Reposition the stabilizer bar as necessary to improve access to the steering gear. 5. Remove the two bolts that attach the steering gear to the engine cradle. 6. Lower the rear of the engine cradle as necessary to access the steering gear. 7. Loosen the outer tie rod end adjuster nuts. 8. Remove both wheel and tire assemblies. 9. Remove the nuts that attach the tie rod ends to the steering knuckles. 10. Using the J 24319-B (outer tie rod end puller) or equivalent, separate the tie rod ends from the knuckles. 11. Disconnect the pressure and return lines from the steering gear. 12. If equipped, disconnect the electrical connector from the steering gear. 13. Remove the steering gear from the vehicle. 14. Remove the tie rod ends from the old steering gear. 15. Measure the position of the adjuster nuts on the old steering gear and adjust the new nuts on the new steering gear to the same measurement. 16. Install the tie rod ends on the new steering gear. Tighten Tighten the adjuster nuts to 68 Nm (50 lb ft). 17. Install the new steering gear in the engine cradle mounting brackets. 18. If equipped, connect the electrical connector for the steering gear. 19. Install the two bolts that attach the steering gear to the engine cradle. Tighten Tighten to 80 Nm (59 lb ft). 20. Connect the pressure and return lines to the steering gear. Tighten Tighten to 27 Nm (20 lb ft). 21. Install the tie rod ends to the steering knuckles. Install the retaining nuts. Tighten Tighten to 30 Nm (22 lb ft), plus 120 degrees (or 2 flats of the nut). 22. Raise the rear of the engine cradle and install the two rear attaching bolts. Tighten Tighten to 180 Nm (133 lb ft). 23. Install the intermediate steering shaft to the steering gear and install the bolt. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9162 Tighten Tighten to 48 Nm (35 lb ft). 24. Reposition the stabilizer bar. 25. Install the left and right side stabilizer bar links to the lower control arms. Tighten Tighten to 23 Nm (17 lb ft). 26. Install both wheel and tire assemblies. Install lug nuts. Tighten Tighten lug nuts to 140 Nm (103 lb ft). 27. Lower the vehicle. 28. Add power steering fluid and bleed the system. 29. Check the alignment and set toe-in as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9163 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 03062 > Jan > 04 > Recall - Steering Gear Pinion Bearing Separation > Page 9164 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 83-32-10 > Nov > 98 > Tools - Adjuster Locknut Wrench > Page 9169 (See Figure 2) Procedure 1. Place J 42882 over the end of the stub shaft. Place J 43435 over the end. J 43435 is reversible and can be used with both old and new style coupling shield retainers and locknuts. 2. Tighten the coupling shield retainer and locknut assembly after an adjustment or repair has been made to the power steering gear to the specified torque (See Figure 3). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Specifications > Mechanical Specifications Steering Gear: Mechanical Specifications Cylinder End Fittings ........................................................................................................................... ................................................. 27.0 Nm (20 ft. lbs.) Hex Lock Nut .................................................... ................................................................................................................................... 30.0 Nm (22 ft. lbs.) Hex Torque Prevailing Nut (Outer Tie Rod) ........................................................................................................................ 20.0 Nm (14 ft. lbs.) plus 180° Inner Tie Rod ....................................................................................................................................... ............................................... 100.0 Nm (74 ft. lbs.) Jam Nut ............................................................. .................................................................................................................................... 68.0 Nm (50 ft. lbs.) Lock Nut ....................................................................................................................................... ........................................................ 68.0 Nm (50 ft. lbs.) Pinion Preload ............................................ ......................................................................................................................................... 1.8 Nm (16 inch lbs.) Valve End Fittings ................................................................................................................ ............................................................. 16.9 Nm (12.6 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Specifications > Mechanical Specifications > Page 9172 Steering Gear: Capacity Specifications Capacity Complete System ................................................................................................................. .............................................. 0.75 liter (1 - 1/2 pints) Lubricant ......................................................................................................................................................... Power Steering Fluid 1050017 or Equivalent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Specifications > Page 9173 Steering Gear: Diagrams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Specifications > Page 9174 Steering Gear: Description and Operation The power steering gear system has a rotary control valve which directs hydraulic fluid coming from the hydraulic pump to one side or the other side of the rack piston. The integral rack piston is attached to the rack. The rack piston converts hydraulic pressure to a linear force which moves the rack left or right. The force is then transmitted through the inner and outer tie rods to the struts which turn the wheels. If hydraulic assist is not available, manual control will be maintained, however, more steering effort will be required. The movement of the steering wheel is transferred to the pinion. The movement of the pinion is then transferred through the pinion teeth, which mesh with teeth on the rack, causing the rack to move. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Testing and Inspection > Diagnostic Information & Procedures Steering Gear: Testing and Inspection Diagnostic Information & Procedures GENERAL PROCEDURE Inspect: ^ Overfilled reservoir. ^ Fluid aeration and overflow. ^ Hose connections. ^ Verify exact point of leakage. Example: The point from which the fluid is dripping is not necessarily the point where the system is leaking. Fluid overflowing from the reservoir may appear to be dripping from the bottom of the housing. Important: ^ When service is required: A. Clean leakage area upon disassembly. B. Replace leaking seal. C. Check component sealing surfaces for damage. D. Reset bolt tightening specification, where required. ^ Some complaints about the power steering system may be reported as: A. Fluid leakage on garage floor. B. Fluid leaks visible on steering gear or pump. C. Growling noise, especially when parking or when engine is cold. D. Loss of power steering when parking. E. Heavy steering effort. ^ When troubleshooting these kinds of complaints check for an external leak in the power steering system. EXTERNAL LEAKAGE CHECK Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Testing and Inspection > Diagnostic Information & Procedures > Page 9177 The purpose of this procedure is to pinpoint the location of the leak. In some cases, the leak can easily be located. But, seepage type leaks may be more difficult to isolate. To locate seepage leaks, use the following method. 1. With the engine off, wipe dry the complete power steering system. 2. Check the fluid level in the pump's reservoir. Adjust fluid level as necessary. 3. Start the engine, then turn the steering wheel from stop to stop several times. Do not hold it at a stop for any length of time, as this can damage the power steering pump. It is easier if someone else operates the steering wheel while you search for the seepage. 4. Find the exact area of the leak and repair leak. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Testing and Inspection > Diagnostic Information & Procedures > Page 9178 Steering Gear: Testing and Inspection Diagnosis By Symptom HISSING NOISE There is some noise in all power steering systems. One of the most common is a hissing sound when the steering wheel is turned and the vehicle is not moving. This noise will be most evident when turning the wheel while the brakes are applied. There is no relationship between this noise and steering performance. Do not replace the valve and pinion unless the "hissing" noise is extremely objectionable. A replacement valve and pinion will also have a slight noise, and is not always a cure for the condition. Check that the intermediate shaft joints are not loose. RATTLE OR CHUCKING NOISE Inspect: ^ Power steering hose or line grounding out. ^ Tie rod ends loose. ^ Loose steering gear mounting. ^ Rack bearing preload loose. ^ Intermediate shaft boot mispositioned. POOR RETURN OF STEERING WHEEL TO CENTER Inspect: ^ Front-wheel alignment. ^ Hub and bearing assembly worn. ^ Intermediate shaft binding or loose. ^ Tie rod end binding. ^ Ball joint binding. ^ Tight or frozen steering shaft bearings. ^ Rack bearing preload. ^ Sticky or plugged valve and pinion. ^ Intermediate shaft boot mispositioned. MOMENTARY INCREASE IN EFFORT WHEN TURNING WHEEL FAST TO RIGHT OR LEFT (ESPECIALLY WHEN COLD) Inspect: ^ High internal leakage in gear or pump. ^ Hose pinched or restricted. ^ Sticking flow control valve. ^ Low fluid level in pump reservoir. STEERING WHEEL SURGES OR JERKS WHEN TURNING WITH ENGINE RUNNING (ESPECIALLY DURING PARKING, OR COLD) Inspect: ^ Belt slipping. ^ Insufficient pump pressure EXCESSIVE WHEEL KICKBACK OR LOOSE STEERING Inspect: ^ Air in system. ^ Steering gear attachments loose. ^ Intermediate shaft loose. ^ Tie rod ends loose. ^ Hub and bearing assembly worn. ^ Rack bearing preload. HARD STEERING OR LACK OF ASSIST (ESPECIALLY DURING PARKING) Inspect: ^ Loose or worn intermediate shaft. ^ Loose belt. ^ Insufficient pump pressure. ^ High internal leakage in gear or pump. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations Steering Gear: Service and Repair Seal Replacement Recommendations Lip seals, which seal rotating shafts, require special treatment. This type of seal is used on the steering gear at the valve and pinion and on the drive shaft of the pump. When there is a leak in one of these areas, always replace the seal(s), after inspecting and thoroughly cleaning the sealing surfaces. Replace the shaft only if very severe pitting is found. If the corrosion in the lip seal contact zone is slight, clean the surface of the shaft with crocus cloth. Replace the shaft only if the leakage cannot be stopped by first smoothing with crocus cloth. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9181 Steering Gear: Service and Repair On-Vehicle Service Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9182 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9183 REMOVE OR DISCONNECT 1. Siphon power steering fluid from reservoir. 2. Raise vehicle. 3. Left front tire. 4. Lower pinch bolt on intermediate shaft assembly and push shaft up towards steering column. 5. Remove tie rods from knuckles. 6. Steering gear bolts. 7. Transmission mount to Crossmember bolt. 8. Remove rear Crossmember to body bolts to provide clearance to remove power steering pipe/hoses. 9. Loosen front Crossmember bolts. 10. Power steering pipes from steering gear. 11. Steering gear through left wheel opening. INSTALL OR CONNECT 1. Steering gear through left wheel opening. 2. Power steering pipes to steering gear. 3. Tighten front Crossmember bolts. 4. Install rear Crossmember to body bolts. 5. Transmission mount to Crossmember bolt. 6. Steering gear bolts. 7. Install tie rods to knuckles. 8. Lower pinch bolt on intermediate shaft assembly. 9. Left front tire. 10. Lower vehicle. ^ Fill reservoir with power steering fluid and bleed air from system. ^ Inspect for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9184 Steering Gear: Service and Repair Unit Repair Service Precautions NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Outer Tie Rod Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9185 ^ Tool Required: J 24319-01 Universal Steering Linkage Puller - Or Equivalent REMOVE OR DISCONNECT 1. Hex torque prevailing nut (1) from outer tie rod assembly (5). 2. Loosen jam nut (7). 3. Outer tie rod (5) from steering knuckle with J 24319-01. 4. Outer tie rod (5) from inner tie rod (12). INSTALL OR CONNECT 1. Outer tie rod assembly (5) to inner tie rod (12). Do not tighten jam nut (7). 2. Outer tie rod (5) to steering knuckle, hex torque prevailing nut (1) to outer tie rod stud. ^ Tighten: Hex torque prevailing nut (1) to 20 Nm (14 ft. lbs.). - Tighten nut an additional 180° of rotation. ^ Adjust toe by turning inner tie rod (12). Important: Be sure rack and pinion boot (10) is not twisted or puckered during toe adjustment. ^ Tighten jam nut (7) against outer tie rod (5) to 68 Nm (50 ft. lbs.). Rack Bearing Preload (on Vehicle Adjustment) 1. Make adjustment with front wheels raised and steering wheel centered. Be sure to check returnability of the steering wheel to center after adjustment. 2. Loosen adjuster plug lock nut (15) and turn adjuster plug clockwise until it bottoms in gear assembly (30), then back off 50° to 70° (approximately one flat). 3. Lock nut (15) to adjuster plug. ^ Tighten lock nut (15) to 68 Nm (50 ft. lbs.) while holding adjuster plug stationary. Rack & Pinion Boot Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9186 ^ Tool Required: J 22610 Service Boot Clamp Installer - Or Equivalent REMOVE OR DISCONNECT 1. Do all steps under "REMOVE OR DISCONNECT," refer to OUTER TIE ROD. 2. Hex jam nut (7) from inner tie rod assembly (12). 3. Tie rod end clamp (8). 4. Boot clamp (11) with side cutters and discard. 5. Rack and pinion boot (10). INSTALL OR CONNECT 1. New boot clamp (11) onto rack and pinion boot (10). 2. Apply grease to inner tie rod (12) and gear assembly (30) prior to boot installation. ^ Boot (10) onto inner tie rod assembly (12). 3. Boot (10) onto gear assembly (30) until seated in gear assembly groove. Important: Boot (10) must not be twisted, puckered or out of shape in any way. If the boot is not shaped properly, adjust by hand before installing boot clamp (11). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9187 4. Boot clamp (11) on boot (10) with tool J 22610 and crimp as shown. 5. Tie rod end clamp (8) with pliers on boot (10). 6. Hex jam nut (7) to inner tie rod assembly (12). 7. Do all steps under "INSTALL OR CONNECT," refer to OUTER TIE ROD. Inner Tie Rod REMOVE OR DISCONNECT 1. Rack and pinion assembly from vehicle. 2. Do all steps under "REMOVE OR DISCONNECT," refer to RACK & PINION BOOT. 3. Shock dampener (13) from inner tie rod assembly (12) and slide back on rack. NOTICE: Rack must be held during removal of inner tie rod (12) to prevent rack damage. 4. Inner tie rod assembly (12) from rack assembly as follows: ^ Place a wrench on flat of rack assembly. ^ Place another wrench on flats of inner tie rod housing. ^ Rotate inner tie rod housing counterclockwise until inner tie rod (12) separates from rack. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9188 5. Old Loctite from threads of rack and inner tie rod. Important: ^ Threads must be clean prior to Loctite application. Make sure Loctite (or equivalent) container expiration date has not passed. Do not use too much Loctite (or equivalent). Use only enough to evenly coat threads. ^ Apply Loctite 262 (or equivalent) to inner tie rod threads. INSTALL OR CONNECT NOTICE: Rack must be held during inner tie rod (12) installation to prevent internal gear damage. 1. Shock dampener (13) onto rack. 2. Inner tie rod (12) on rack. ^ Place a wrench on flats of rack assembly. ^ Place another wrench on flats of inner tie rod housing. ^ Tighten inner tie rod (12) to 100 Nm (74 ft. lbs.). 3. Slide shock dampener (13) over inner tie rod housing until it engages. 4. Do all steps under "INSTALL OR CONNECT," refer to RACK & PINION BOOT. 5. Rack and pinion assembly to vehicle. Cylinder Line Assembly and O-Ring Seals Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9189 ^ Tools Required: 12mm Flare Nut Wrench - 16mm Flare Nut Wrench Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9190 REMOVE OR DISCONNECT 1. Loosen cylinder line fittings (25) or (26) on cylinder end of gear assembly (30). 2. Loosen fittings on cylinder line assemblies (25) or (26) at valve end of gear assembly (30). 3. Cylinder line assemblies (25) or (26) from rack and pinion gear assembly (30). 4. O-ring seals (23) from valve end of lines (25) or (26) and discard. INSTALL OR CONNECT Inspect lines for: ^ Cracks. ^ Dents. ^ Damage to threads. ^ Replace as needed. 1. New O-ring seals (23) to valve end of lines (25) or (26). 2. Cylinder line assemblies (25) or (26) to gear assembly (30). NOTICE: Carefully align threads on all fittings and finger tighten to avoid stripping and cross threading. ^ Tighten: Valve end fittings to 16.9 Nm (12.6 ft. lbs.). - Cylinder end fittings to 27 Nm (20 ft. lbs.). Pinion Seal, Dust Seal and Bearing/Annulus Assembly ^ Tools Required: J 29810 Stub Shaft Seal Protector, Or Equivalent - 14 mm Crowfoot Wrench REMOVE OR DISCONNECT 1. Rack and pinion steering assembly from vehicle. 2. Adjuster plug lock nut (15) from adjuster plug. 3. Adjuster plug from gear assembly (30). 4. Adjuster spring and rack bearing. 5. Retaining ring (17) from valve bore of gear assembly (30). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9191 6. Dust cover (33) from bottom of gear assembly (30). NOTICE: Stub shaft must be held to prevent damage to the pinion teeth. 7. Hex lock nut (32) from lower end of pinion and valve assembly, while holding stub shaft with 14 mm Crowfoot Wrench. NOTICE: DO NOT hammer or pound on pinion and valve assembly. This will cause damage or loosen the drive pin. Important: When performing the following procedure, do not remove pinion and valve assembly from gear assembly. Press pinion and valve assembly only far enough to allow removal of bearing/annulus and seal. Pinion and valve assembly removal is not required. 8. Use an arbor press. Press on threaded end of pinion until it is possible to remove stub shaft, spool shaft seal (20), and stub shaft bearing/annulus assembly (21). INSTALL OR CONNECT NOTICE: If the stub shaft is not held, damage to the pinion teeth will occur. 1. Hex lock nut (32) onto pinion, while holding the valve stub shaft. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9192 ^ Tighten hex lock nut (32) to 30 Nm (22 ft. lbs.). 2. Dust cover (33) to gear assembly (30). 3. Stub shaft bearing annulus assembly (21) onto valve stub shaft. 4. Seal protector J 29810 onto valve stub shaft. 5. Apply a small quantity of grease on seal (20). ^ Spool shaft seal (20) over protector and into gear assembly (30). 6. Retaining ring (17) into groove in gear assembly (30). 7. Lubricate stub shaft and dust seal area with grease. 8. Coat rack bearing, adjuster spring and adjuster plug with lithium base grease and install in gear assembly (30). ^ With rack centered in the gear assembly (30), turn adjuster plug clockwise until it bottoms in the gear assembly, then back off 50° to 70° (approx. one flat). Check rotational torque on pinion. Maximum pinion preload torque is 1.8 Nm (16 inch lbs.). 9. Adjuster plug lock nut (15) to adjuster plug. Tighten firmly against gear assembly while holding adjuster plug stationary. ^ Tighten lock nut (15) to 68 Nm (50 ft. lbs.) while holding adjuster plug stationary. 10. Rack and pinion assembly into vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Seal Replacement Recommendations > Page 9193 Important: Flush power steering system (hoses, reservoir and cooler lines) with power steering fluid GM Part #1050017 (or equivalent meeting GM Specification #9985010.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Page 9194 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information > Service and Repair > Service Precautions Steering Wheel: Service and Repair Service Precautions The procedures given must be followed in the order listed to temporarily disable the Supplemental Inflatable Restraint (SIR) System and prevent false Diagnostic Trouble Codes from setting. Failure to follow procedures could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. The SDM can maintain sufficient voltage to cause a deployment for 10 minutes after the ignition switch is turned "OFF" or the battery is disconnected. Many of the service procedures require disconnection of the SIR fuse and inflator module circuits from the deployment loop to avoid an accidental deployment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information > Service and Repair > Service Precautions > Page 9199 Steering Wheel: Service and Repair Wiring Repair Supplemental Inflatable Restraint If the wiring pigtail (wires attached directly to the component, not by a connector) on either the Inflator Module or the Supplemental Inflatable Restraint (SIR) Coil Assembly is damaged, the entire component must be replaced. Absolutely no wire, connector, or terminal repairs are to be attempted on either the Inflator Module or the SIR Coil Assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information > Service and Repair > Service Precautions > Page 9200 Steering Wheel: Service and Repair Inflator Module - Supplemental Inflatable Restraint (SIR) REMOVE OR DISCONNECT ^ Disable the Supplemental Inflatable Restraint (SIR) system. 1. Two screws from the back of the steering wheel at the 3 O'clock and 9 O'clock positions using a T-30 Torx (TM) driver (or equivalent). 2. Electrical connection from rear of inflator module. 3. Inflator module. INSTALL OR CONNECT 1. Electrical connections to rear of inflator module. 2. Route wires through plastic clip on the back of the module. ^ Inspect steering wheel brackets and bushings for damage. Remove and replace as necessary. 3. Align inflator module with the bushings. 4. Press inflator module cover above each of the fastener to be installed until a click is heard. 5. Inflator module two screws through back of steering wheel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information > Service and Repair > Service Precautions > Page 9201 ^ Tighten screws to 7 Nm (62 inch lbs.). 6. Insure Inflator module is seated properly by carefully pulling on it. 7. Enable the SIR system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information > Service and Repair > Service Precautions > Page 9202 Steering Wheel: Service and Repair Steering Wheel ^ Tool Required: J 1859-A Steering Wheel Puller - J 42120 Steering Wheel Jaws - Or Equivalents REMOVE OR DISCONNECT 1. Disable the Supplemental Inflatable Restraint (SIR) system. 2. Inflator module. 3. Steering wheel nut. 4. Steering wheel. INSTALL OR CONNECT 1. Align mark on steering wheel with mark on shaft, then install steering wheel. 2. Steering wheel nut. ^ Tighten steering wheel nut to 41 Nm (30 ft. lbs.). 3. Electrical connections and Inflator module. 4. Enable the SIR system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Technical Service Bulletins > Steering - New Outer Tie Rods/Replacement Procedure Tie Rod End: Technical Service Bulletins Steering - New Outer Tie Rods/Replacement Procedure Bulletin No.: 03-02-32-049 Date: October 29, 2003 INFORMATION Subject: Release Of New Outer Tie Rod Ends For Service Models: 1997-2001 Buick Century 1997-2001 Buick Regal 2000-2003 Buick LeSabre, Park Avenue 2002-2003 Buick Rendezvous 1997-2003 Cadillac Seville 2000-2003 Cadillac DeVille 1997-2001 Chevrolet Venture (FWD) 1997-2003 Chevrolet Malibu 2000-2001 Chevrolet Impala, Monte Carlo 2002-2004 Chevrolet Venture (AWD) 1997-2001 Oldsmobile Silhouette (FWD) 1998-2001 Oldsmobile Intrigue 1999-2003 Oldsmobile Alero 2001-2003 Oldsmobile Aurora 2002-2004 Oldsmobile Silhouette (AWD) 1997-2001 Pontiac Grand Prix, Montana (FWD), Trans Sport (FWD) 1999-2003 Pontiac Grand Am 2000-2003 Pontiac Bonneville 2001-2003 Pontiac Aztek 2002-2004 Pontiac Montana (AWD) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Technical Service Bulletins > Steering - New Outer Tie Rods/Replacement Procedure > Page 9208 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Technical Service Bulletins > Steering - New Outer Tie Rods/Replacement Procedure > Page 9209 Built Prior to VIN Breakpoint shown. A new outer tie rod end service kit has been released. When replacing the outer tie rod ends, use the improved tie rod end service kit and modify the knuckles. Follow the service procedure below. Procedure Important: DO NOT USE the following outer tie rod end P/N's when servicing the above listed vehicles: ^ 26086579 ^ 26086580 1. Raise and support the vehicle. 2. Remove the front tire and wheel assemblies. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Technical Service Bulletins > Steering - New Outer Tie Rods/Replacement Procedure > Page 9210 3. Loosen the jam nut (2) on the inner tie rod assembly (1). 4. Remove and discard the prevailing torque nut from the outer tie rod assembly. 5. Using the J 24319-B, remove the outer tie rod assembly (2) from the steering knuckle (1). 6. While removing the outer tie rod end from the inner tie rod assembly, count the number of revolutions it takes to remove the outer tie rod from the inner tie rod and record it. Discard the outer tie rod end. Important: When sanding the knuckle, DO NOT REMOVE excessive material from the knuckle. ONLY USE the emery cloth supplied in the service kit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Technical Service Bulletins > Steering - New Outer Tie Rods/Replacement Procedure > Page 9211 7. Use the emery cloth supplied in the service kit to remove the sharp edge on the knuckle shown above. The graphic on the left shows the " before sanding" knuckle and the exploded graphic on the right shows the "after sanded" knuckle. 8. Ensure that the sharp edge and the flashing on the knuckle are removed from the outer tie rod end boot/seal area. 9. Install the new outer tie rod end supplied in the service kit by screwing the outer tie rod end onto the inner tie rod end assembly. Turn the outer tie rod end as many turns as it took to remove the old outer tie rod end from the inner tie rod end assembly. 10. Install the prevailing torque nut to the outer tie rod assembly. Tighten Tighten the prevailing torque nut to 30 N.m (22 lb ft). Tighten the prevailing torque nut an additional 115 degrees of rotation. 11. "Hand Tighten" the jam nut at this time. 12. Install the tire and wheel assembly. 13. Lower the vehicle. 14. Inspect the front toe and adjust if necessary. 15. Tighten the jam nut against the outer tie rod assembly. Tighten Tighten the jam nut to 68 N.m (50 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Technical Service Bulletins > Steering - New Outer Tie Rods/Replacement Procedure > Page 9212 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Technical Service Bulletins > Steering - New Outer Tie Rods/Replacement Procedure > Page 9213 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Technical Service Bulletins > Steering - New Outer Tie Rods/Replacement Procedure > Page 9214 Tie Rod End: Technical Service Bulletins Steering - Various Revised Tightening Specifications CHEVROLET 73-32-03A Issued: 05/01/97 SMU - SECTIONS 3B/3C/4D REVISION: 04/11/97 THIS BULLETIN IS BEING REVISED TO UPDATE THE DRIVE AXLE NUT TIGHTENING SPECIFICATIONS FOR THE N CAR. PLEASE DISCARD CORPORATE BULLETIN NUMBER 73-32-03 (SECTION 3 - STEERING/SUSPENSION). SUBJECT: SERVICE MANUAL UPDATE - SECTIONS 3B/3C/4D - REVISED TIGHTENING SPECIFICATIONS MODELS: 1997 CHEVROLET CAVALIER, MALIBU 1997 OLDSMOBILE CUTLASS 1997 PONTIAC SUNFIRE THIS BULLETIN IS BEING ISSUED TO REVISE THE TIGHTENING SPECIFICATIONS IN SECTIONS 3B, 3C AND 4D OF THE SERVICE MANUAL AS FOLLOWS: J CAR SECTIONS 3B-8, 3B-9, 3C-5 AND 3C-13: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 90 DEGREE ROTATION. N CAR SECTIONS 3C-6 AND 3C-16: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 180 DEGREE ROTATION. SECTION 3B-12: THE CORRECT TIGHTENING SPECIFICATIONS ARE AS FOLLOWS: - STEERING COLUMN LOWER PINCH BOLT 22 N.M (16 LB FT) - STEERING COLUMN UPPER PINCH BOLT 22 N.M (16 LB FT) SECTIONS 3C-16, 4D-4 AND 4D-5: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - FRONT DRIVE AXLE NUT 385 N.M (284 LB FT) +/- 5 N.M (44 LB IN). REPLACE THE DRIVE AXLE NUT WITH A NEW ONE AFTER EVERY REMOVAL. NEVER RE-USE THE DRIVE AXLE NUT. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Ball Joint > Component Information > Specifications Ball Joint: Specifications Ball joints must be replaced if any looseness is detected in the joint or the ball joint seal is cut. To inspect the ball joints, raise the front of the vehicle allowing the front suspension to hang free. Grasp the tire at the top and bottom and move the top of tire with an in-and-out motion. Observe ball joint for any horizontal movement of the steering knuckle relative to the front lower control arm. If the ball stud is disconnected from the steering knuckle and any looseness is detected, or if the ball stud can be twisted in its socket using finger pressure, replace the ball joint. Ball stud tightness in the steering knuckle boss should also be checked when inspecting the ball joint. This may be done by shaking the wheel and feeling for movement of the stud end or castellated nut at the knuckle boss. Checking the castellated nut fastener tightening specification is an alternative method of inspecting for wear A loose nut can indicate a bent stud or an "opened-up" hole in the knuckle boss. Worn or damaged ball joints and knuckles must be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Ball Joint > Component Information > Specifications > Page 9219 Ball Joint: Testing and Inspection Ball joints must be replaced if any looseness is detected in the joint or the ball joint seal is cut. To inspect the ball joints, raise the front of the vehicle allowing the front suspension to hang free. Grasp the tire at the top and bottom and move the top of tire with an in-and-out motion. Observe ball joint for any horizontal movement of the steering knuckle relative to the front lower control arm. If the ball stud is disconnected from the steering knuckle and any looseness is detected, or if the ball stud can be twisted in its socket using finger pressure, replace the ball joint. Ball stud tightness in the steering knuckle boss should also be checked when inspecting the ball joint. This may be done by shaking the wheel and feeling for movement of the stud end or castellated nut at the knuckle boss. Checking the castellated nut fastener tightening specification is an alternative method of inspecting for wear A loose nut can indicate a bent stud or an "opened-up" hole in the knuckle boss. Worn or damaged ball joints and knuckles must be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Ball Joint > Component Information > Specifications > Page 9220 Ball Joint: Service and Repair ^ Tool Required: J 38892 Ball Joint Separator - Or Equivalent REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. If suspension contact hoist is used: ^ Place jack stands under crossmember. ^ Lower vehicle slightly so weight of vehicle rests on the crossmember and not the control arms. 3. Tire and wheel assembly. NOTICE: Care must be exercised to prevent the axle shaft joints from being over extended. When either end of the shaft is disconnected over extension of the joint could result in separation of internal components and possible joint failure. Failure to observe this can result in interior joint or boot damage and possible joint failure. 4. Nut and cotter pin from ball joint. 5. Separate ball joint from steering knuckle using J 38892. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Ball Joint > Component Information > Specifications > Page 9221 NOTICE: Use only the recommended tool for separating the ball joint from knuckle. Failure to use the recommended tool may cause damage to the ball joint and seal. 6. Drill out three rivets retaining ball joint to lower control arm. Use a 3 mm (1/8 in) drill bit to make a pilot hole through the rivets. Finish drilling rivets with 13 mm (1/2 in) drill bit. Important: Do not damage drive axle boot when drilling out ball joint rivets. 7. Nut attaching link to stabilizer shaft. 8. Ball joint from steering knuckle and control arm. INSTALL OR CONNECT 1. Ball joint in control arm. 2. Three (3) ball joint bolts and nuts as shown on instruction sheet in ball joint kit and tighten ball joint bolts to specifications. 3. Ball joint stud through steering knuckle. 4. Ball joint nut. Tighten ball joint to steering knuckle nut to 55 Nm (41 ft lb) minimum, 65 Nm (50 ft lb) maximum, to install cotter pin. ^ Do not loosen nut any time during installation. 5. Cotter pin. 6. Nut attaching stabilizer link to stabilizer shaft. ^ Tighten nut to 17 Nm (13 ft lb). 7. Tire and wheel assembly. 8. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Control Arm > Control Arm Bushing > Component Information > Service and Repair Control Arm Bushing: Service and Repair ^ Tools Required: J 29792 Lower Control Arm Front Bushing Service Set - J 41211 Lower Control Arm Rear Vertical Bushing Service Set - Or Equivalents REMOVE OR DISCONNECT 1. Lower control arm. ^ Install bushing removal tools. ^ Coat threads of tool J 29792 with an extreme pressure lubricant. 2. Lower control arm bushings. INSTALL OR CONNECT 1. Install bushing installation tools. 2. Lower control arm bushings. ^ To ease installation, coat outer easing of new bushing with a lubricant. 3. Lower control arm. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Cross-Member > Component Information > Service and Repair Cross-Member: Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Cross-Member > Component Information > Service and Repair > Page 9229 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Cross-Member > Component Information > Service and Repair > Page 9230 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Cross-Member > Component Information > Service and Repair > Page 9231 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Cross-Member > Component Information > Service and Repair > Page 9232 ^ Tool Required: J 38892 Ball Joint Separator - Or Equivalent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Cross-Member > Component Information > Service and Repair > Page 9233 REMOVE OR DISCONNECT 1. Raise vehicle. 2. If suspension contact hoist is used: ^ Place jack stands under uni-body frame near crossmember. ^ Lower vehicle slightly so weight of vehicle rests on the under uni-body frame and not on the control arms or crossmember. 3. Tire and wheel assembly. 4. Right and Left wiring harnesses from crossmember. 5. Ball joint from knuckle using J 38892. NOTICE: Use only the recommended tool for separating the ball joint from knuckle. Failure to use the recommended tool may cause damage to the ball joint and seal. 6. Engine strut to crossmember. 7. Crossmember support braces. 8. Front exhaust pipe, (support catalytic converter) Refer to Exhaust System. 9. Power steering gear bolts, (support power steering gear). 10. Brake lines from retainers on crossmember. 11. Splash shield from crossmember. 12. Stabilizer bar from crossmember. 13. Crossmember. 14. Control arms from crossmember. INSTALL OR CONNECT 1. Control arms to crossmember and snug bolts only. 2. Crossmember and snug all bolts lightly. 3. Tighten bolts in sequence shown below. ^ Tighten: Crossmember Support Left Rear Outboard Bolt 110 Nm (71 ft lb) plus 90° rotation. - Crossmember Support Right Rear Outboard Bolt 110 Nm (71 ft lb) plus 90° rotation. - Crossmember Support Upper Front Bolts 110 Nm (71 ft lb) plus 90 ° rotation. - Crossmember Support Rear Inboard Bolts 110 Nm (71 ft lb) plus 90° rotation. 4. Nut attaching ball joint to steering knuckle. Tighten to specifications. ^ Tighten ball joint to steering knuckle nut to 55 Nm (41 ft lb) minimum, 65 Nm (50 ft lb) maximum. Important: Do not loosen nut any time during installation. 5. Power steering gear bolts, hand start bolts and nuts. Tighten left side bolt and nuts to specification first, then tighten right side bolt and nut to specification. ^ Refer to "STEERING GEAR" in POWER STEERING GEAR AND PUMP for tightening specifications. 6. Front exhaust pipe. Refer to Exhaust System. ^ Refer to Exhaust System for tightening specifications. 7. Crossmember support braces. ^ Tighten crossmember braces to core support bolts 72 Nm (53 ft lb). 8. Engine strut to crossmember. ^ Refer to Engine for tightening specifications. 9. Stabilizer bar to crossmember. ^ Tighten stabilizer shaft to support assembly bolts to 66 Nm (49 ft lb). 10. Splash shield to crossmember. 11. Brake lines to retainers to crossmember 12. Right and Left wiring harnesses to crossmember. 13. Slightly raise vehicle. 14. Remove jack stands from under crossmember. 15. Tire and wheel assembly. 16. With vehicle at curb height, tighten control arm attaching bolts to specifications. ^ Tighten: Control Arm to Crossmember Bolts (Front Bushing) 120 Nm (89 ft lb) plus 180° rotation - Control Arm to Crossmember Bolts (Rear Vertical Bushing) 170 Nm (125 ft lb) 17. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Front Steering Knuckle > Component Information > Technical Service Bulletins > Steering - Various Revised Tightening Specifications Front Steering Knuckle: Technical Service Bulletins Steering - Various Revised Tightening Specifications CHEVROLET 73-32-03A Issued: 05/01/97 SMU - SECTIONS 3B/3C/4D REVISION: 04/11/97 THIS BULLETIN IS BEING REVISED TO UPDATE THE DRIVE AXLE NUT TIGHTENING SPECIFICATIONS FOR THE N CAR. PLEASE DISCARD CORPORATE BULLETIN NUMBER 73-32-03 (SECTION 3 - STEERING/SUSPENSION). SUBJECT: SERVICE MANUAL UPDATE - SECTIONS 3B/3C/4D - REVISED TIGHTENING SPECIFICATIONS MODELS: 1997 CHEVROLET CAVALIER, MALIBU 1997 OLDSMOBILE CUTLASS 1997 PONTIAC SUNFIRE THIS BULLETIN IS BEING ISSUED TO REVISE THE TIGHTENING SPECIFICATIONS IN SECTIONS 3B, 3C AND 4D OF THE SERVICE MANUAL AS FOLLOWS: J CAR SECTIONS 3B-8, 3B-9, 3C-5 AND 3C-13: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 90 DEGREE ROTATION. N CAR SECTIONS 3C-6 AND 3C-16: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 180 DEGREE ROTATION. SECTION 3B-12: THE CORRECT TIGHTENING SPECIFICATIONS ARE AS FOLLOWS: - STEERING COLUMN LOWER PINCH BOLT 22 N.M (16 LB FT) - STEERING COLUMN UPPER PINCH BOLT 22 N.M (16 LB FT) SECTIONS 3C-16, 4D-4 AND 4D-5: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - FRONT DRIVE AXLE NUT 385 N.M (284 LB FT) +/- 5 N.M (44 LB IN). REPLACE THE DRIVE AXLE NUT WITH A NEW ONE AFTER EVERY REMOVAL. NEVER RE-USE THE DRIVE AXLE NUT. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Front Steering Knuckle > Component Information > Technical Service Bulletins > Steering - Various Revised Tightening Specifications > Page 9238 Front Steering Knuckle: Technical Service Bulletins Brake Pad/Caliper/Knuckle - Inspect & Maintenance File In Section: 5 - Brakes Bulletin No.: 63-50-19 Date: January, 1997 INFORMATION Subject: Inspection/Maintenance Procedure for Restricted Movement between Brake Pad and Caliper and/or Knuckle Models: 1990.5 Buick Electra 1991-1996 Buick Park Avenue 1991-1997 Buick LeSabre, Skylark 1990-1992 Cadillac Fleetwood 1990-1996 Cadillac DeVille 1992 Cadillac Sixty Special 1992-1996 Cadillac Eldorado, Seville 1994-1996 Cadillac Concours 1992-1996 Chevrolet Beretta, Cavalier, Corsica, Lumina APV 1993.5-1997 Chevrolet Camaro 1997 Chevrolet Malibu 1990.5-1996 Oldsmobile Ninety Eight 1991 Oldsmobile Calais 1991-1997 Oldsmobile Eighty Eight 1992 Oldsmobile Toronado 1992-1996 Oldsmobile Silhouette 1992-1997 Oldsmobile Achieva 1996-1997 Oldsmobile LSS, Regency 1997 Oldsmobile Cutlass 1991-1997 Pontiac Bonneville, Grand Am 1992-1994 Pontiac Sunbird 1992-1996 Pontiac Trans Sport 1993.5-1997 Pontiac Firebird 1995-1996 Pontiac Sunfire Customer Service Notes Your customers should be made aware of the maintenance requirements of their vehicle. These owner responsibilities are described and listed in the Owner's Manual under Periodic Maintenance Inspections. (Example: brake linings, Tire and Wheel Inspection and Rotation are owner maintenance.) Some of the above listed vehicles may exhibit restricted movement between the brake pad and the caliper and/or knuckle. Movement may be restricted by: a. Debris, build-up, or b. Corrosion If the pads do not have free movement within the caliper and/or knuckle, one or both pad(s) may remain against the rotor. This may lead to the following: a. Early pad wear-out b. Rotor thickness variation (may result in pulsation) c. Rotor damage it not corrected in time. The following procedure should be used to inspect for and correct restricted pad movement: Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Front Steering Knuckle > Component Information > Technical Service Bulletins > Steering - Various Revised Tightening Specifications > Page 9239 1. Move wheel and tire from vehicle. 2. Move the piston into the caliper bore using a C-clamp (Kent-Moore tool # J 42588 or equivalent). Refer to Figure 1. Notice: Use care to avoid permanently bending the anti-rattle clips on the outboard brake pad, 5 mm (1/8 inch) is sufficient. 3. Check the outer brake pad for freedom of movement relative to the knuckle abutment. Refer to Figure 2. Important: The brake pads must move easily within the knuckle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Front Steering Knuckle > Component Information > Technical Service Bulletins > Steering - Various Revised Tightening Specifications > Page 9240 4. Using hands, push the caliper in as far as possible. The lining should retract with the piston/caliper housing. Refer to Figure 3. 5. Check the inner brake pad for freedom of movement relative to the knuckle abutment. Refer to Figure 3. 6. Repeat this procedure for the other side of the vehicle. 7. If all pads move freely, go to Step # 7 under "Correction" and install the wheels and tires. If movement is restricted, proceed with Step # 1 under "Correction." Correction If restricted pad movement is noted on one or more calipers, perform the following "clean and lubricate" procedure. 1. Remove the brake pads from the caliper. 2. Remove all debris and corrosion from the knuckle using a wire brush at any points where the brake pads come in contact with the knuckle and/or caliper. If the corrosion is severe, use a scraper first. Refer to Figure 4. 3. Using a wire brush/scraper, remove all debris and corrosion from the brake pad metal backing shoe in the areas where the shoes contact the Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Front Steering Knuckle > Component Information > Technical Service Bulletins > Steering - Various Revised Tightening Specifications > Page 9241 knuckle and/or the caliper. Refer to Figures 2 and 3. 4. Coat all areas of the knuckle and/or caliper where the brake pad shoes contact using a high temperature silicone grease, P/N 18010909 or equivalent. Refer to Figure 4. 5. Install the brake pads and caliper on the vehicle. 6. Repeat Steps 1 - 5 on the other caliper brake assembly. If one caliper needs service, do both sides. 7. Reinstall wheels and tires on the vehicle. Important: Evenly torque wheel nuts to specification using a torque wrench or a torque limiting socket/stick. A torque wrench or torque stick must be used to insure that wheel nuts are tightened to specification. This should be done in three steps using the star pattern. First, snug the nuts down by hand. Second, using the star pattern and a torque stick/wrench, tighten the wheel nuts to about half the final torque. Third, tighten the wheel nuts to specification using the star pattern and a torque stick/wrench. Use the same amount of impact wrench operating time as would normally be used without a torque stick. 8. Pump the brake pedal as many times as required to obtain a firm brake pedal. Caution: DO NOT move the vehicle until a firm brake pedal is obtained. Failure to obtain a firm brake pedal before moving vehicle may result in personal injury. Parts Information Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Front Steering Knuckle > Component Information > Service and Repair > On-Vehicle Service Front Steering Knuckle: Service and Repair On-Vehicle Service ^ Tools Required: J 38892 Ball Joint Separator - J 28733-A Front Hub Spindle Remover - Or Equivalents REMOVE OR DISCONNECT 1. Hub and bearing assembly. 2. Bolts attaching steering knuckle to strut. 3. Lower ball joint cotter pin and nut. INSTALL OR CONNECT 1. Steering knuckle into strut and install steering knuckle-to-strut assembly bolts. ^ Tighten steering knuckle-to-strut assembly nuts to 180 Nm (133 ft. lbs.). 2. Hub and bearing assembly onto knuckle and install hub and bearing assembly bolts. 3. Lower ball joint nut and cotter pin. ^ Lower ball joint nut to 55 Nm (41 ft. lbs.) minimum, 65 Nm (50 ft. lbs.) maximum, to install cotter pin. 4. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Front Steering Knuckle > Component Information > Service and Repair > On-Vehicle Service > Page 9244 Front Steering Knuckle: Service and Repair Strut and Knuckle Scribing 1. Using a sharp tool, scribe the knuckle along the lower outboard strut radius as shown. 2. Scribe the strut flange on the inboard side along the curve of the knuckle, as shown. 3. Make a scribe mark across the strut/knuckle interface as shown. 4. On reassembly, carefully match the marks to the or components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Rear Knuckle > Component Information > Description and Operation Rear Knuckle: Description and Operation The knuckle is a machined aluminum casting, do not use a hammer to loosen suspension components attached to the knuckle. Do not pry or hammer on aluminum knuckle in any way. Following these instructions will avoid damage to parts and systems. Aside from maintaining geometric wheel location, each portion of the suspension has additional functions. The knuckle supports the brake drum. All brake torque and braking forces are transmitted through the tri-links and strut. The final duty of the links are to maintain the camber angle of the wheel throughout its travel and allow for setting toe. The overall result of this rear suspension geometry is to maintain the rear wheels in a near vertical position at all times. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Rear Knuckle > Component Information > Description and Operation > Page 9248 Rear Knuckle: Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Rear Knuckle > Component Information > Description and Operation > Page 9249 ^ Tool Required: J 36660 Torque Angle Meter - Or Equivalent REMOVE OR DISCONNECT 1. Raise and suitably support vehicle. 2. Tire and wheel. 3. Scribe strut and knuckle. 4. Rear lateral links-to-knuckle nut, bolt, and washers. 5. Drum. Refer to Brakes and Traction Control. 6. ABS electrical connector. 7. Rear wheel hub. 8. Trailing arm from knuckle. 9. Rear suspension strut nuts. 10. Rear suspension strut to knuckle bolts. 11. Knuckle. INSTALL OR CONNECT NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Rear Knuckle > Component Information > Description and Operation > Page 9250 force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. 1. Knuckle. 2. Rear suspension strut to knuckle bolts. ^ Hand start nuts only. ^ Do NOT tighten at this time. 3. Lateral links to knuckle and snug nut. ^ Tighten lateral links to knuckle nut to 120 Nm (89 ft lb). 4. Trailing arm to knuckle. ^ Tighten nut to 69 Nm (51 ft lb). 5. Rear wheel hub. ^ Tighten bolts to 95 Nm (70 ft lb). 6. ABS electrical connector. 7. Drum. Refer to Brakes and Traction Control. ^ Tighten strut to knuckle bolts to 120 Nm (89 ft lb). 8. Tire and wheel. 9. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Rear Knuckle Alignment Link > Component Information > Service and Repair > Rear Lateral Links and Trailing Arms Replacement (Front) Rear Knuckle Alignment Link: Service and Repair Rear Lateral Links and Trailing Arms Replacement (Front) ^ Tool Required: - J 36660 Torque Angle Meter - Or Equivalent REMOVE OR DISCONNECT 1. Raise and suitably support vehicle. 2. Tire and wheel. 3. ABS wire harness from lateral link. 4. Link-to-knuckle nut, bolt, and washer. 5. Link nut at rear suspension support. 6. Push bolt forward enough to provide link removal clearance. 7. Rear link (front). INSTALL OR CONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Rear Knuckle Alignment Link > Component Information > Service and Repair > Rear Lateral Links and Trailing Arms Replacement (Front) > Page 9255 NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. 1. Rear link (front). 2. Push bolt forward into link. 3. Link nut at rear suspension support. 4. ABS wire harness to lateral link. ^ Tighten rear link bolt to suspension support 120 Nm (89 ft lb). 5. Link-to-knuckle bolt, and washer. ^ Tighten link-to-knuckle bolt to 120 Nm (89 ft lb). 6. Tire and wheel. 7. Lower Vehicle. ^ Adjust toe. Refer to Alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Rear Knuckle Alignment Link > Component Information > Service and Repair > Rear Lateral Links and Trailing Arms Replacement (Front) > Page 9256 Rear Knuckle Alignment Link: Service and Repair Rear Lateral Links and Trailing Arms Replacement (Rear) ^ Tool Required: J 36660 Torque Angle Meter - Or Equivalent REMOVE OR DISCONNECT 1. Raise and suitably support vehicle. 2. Tire and wheel. 3. Link to knuckle bolt, nut, and washer. 4. Link nut at rear suspension support. 5. Push bolt forward enough to provide link removal clearance. 6. Rear lateral link. INSTALL OR CONNECT NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Rear Knuckle Alignment Link > Component Information > Service and Repair > Rear Lateral Links and Trailing Arms Replacement (Front) > Page 9257 The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. 1. Trailing arm-to-knuckle bolt, washer, and bushing. 2. Push bolt forward into link. 3. Link nut at rear suspension support. ^ Tighten rear lateral link to suspension support bolt to 120 Nm (89 ft lb). 4. Link to knuckle bolt, and washer. ^ Tighten lateral link to knuckle to 120 Nm (89 ft lb). 5. Tire and wheel. 6. Lower vehicle. ^ Adjust toe. Refer to Alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bar Bracket > Component Information > Technical Service Bulletins > Customer Interest for Stabilizer Bar Bracket: > 00-03-09-003 > Nov > 00 > Rear Suspension - Creak/Pop Noise Stabilizer Bar Bracket: Customer Interest Rear Suspension - Creak/Pop Noise File In Section: 03 - Suspension Bulletin No.: 00-03-09-003 Date: November, 2000 Subject: Rear Suspension Creak/Pop Noise (Install Rear Suspension Support Insulators) Models: 1997-2001 Chevrolet Malibu 1997-99 Oldsmobile Cutlass Built Prior to VIN Breakpoints - 1M531582 (Lansing) or 16145701 (Oklahoma City) Condition Some customers may comment about a creak/pop noise coming from the rear of the vehicle. This condition is most apparent during a twist-ditch maneuver, such as entering a driveway or an aggressive acceleration or braking during a turn. Cause This condition may be caused by movement between the rear stabilizer clamps and the rear suspension support during certain types of maneuvers. Correction Install rear suspension support insulators, P/N 22614408, onto the rear suspension support (in the area of the stabilizer shaft clamp upper rectangular holes), using the following procedure: 1. Raise and support the vehicle. 2. Remove the nuts and the clamps securing the stabilizer shaft to the rear suspension support. 3. Install a rear suspension support insulator, P/N 22614408, onto the rear suspension support at each of the rectangular stabilizer shaft clamp holes. With the open end of the insulators pointing upward, slide the insulators upward onto the support through the clamp holes. 4. Install the stabilizer shaft clamps and hand start nuts. Tighten Tighten the nuts to 53 Nm (39 lb ft). 5. Remove the vehicle support and lower the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bar Bracket > Component Information > Technical Service Bulletins > Customer Interest for Stabilizer Bar Bracket: > 00-03-09-003 > Nov > 00 > Rear Suspension - Creak/Pop Noise > Page 9267 Parts Information Parts are currently available from GMSPO. WARRANTY INFORMATION For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bar Bracket > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Stabilizer Bar Bracket: > 00-03-09-003 > Nov > 00 > Rear Suspension - Creak/Pop Noise Stabilizer Bar Bracket: All Technical Service Bulletins Rear Suspension - Creak/Pop Noise File In Section: 03 - Suspension Bulletin No.: 00-03-09-003 Date: November, 2000 Subject: Rear Suspension Creak/Pop Noise (Install Rear Suspension Support Insulators) Models: 1997-2001 Chevrolet Malibu 1997-99 Oldsmobile Cutlass Built Prior to VIN Breakpoints - 1M531582 (Lansing) or 16145701 (Oklahoma City) Condition Some customers may comment about a creak/pop noise coming from the rear of the vehicle. This condition is most apparent during a twist-ditch maneuver, such as entering a driveway or an aggressive acceleration or braking during a turn. Cause This condition may be caused by movement between the rear stabilizer clamps and the rear suspension support during certain types of maneuvers. Correction Install rear suspension support insulators, P/N 22614408, onto the rear suspension support (in the area of the stabilizer shaft clamp upper rectangular holes), using the following procedure: 1. Raise and support the vehicle. 2. Remove the nuts and the clamps securing the stabilizer shaft to the rear suspension support. 3. Install a rear suspension support insulator, P/N 22614408, onto the rear suspension support at each of the rectangular stabilizer shaft clamp holes. With the open end of the insulators pointing upward, slide the insulators upward onto the support through the clamp holes. 4. Install the stabilizer shaft clamps and hand start nuts. Tighten Tighten the nuts to 53 Nm (39 lb ft). 5. Remove the vehicle support and lower the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bar Bracket > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Stabilizer Bar Bracket: > 00-03-09-003 > Nov > 00 > Rear Suspension - Creak/Pop Noise > Page 9273 Parts Information Parts are currently available from GMSPO. WARRANTY INFORMATION For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Technical Service Bulletins > Customer Interest for Stabilizer Bushing: > 01-03-08-003A > Feb > 02 > Suspension - Front/Rear Squawking Noise Stabilizer Bushing: Customer Interest Suspension - Front/Rear Squawking Noise File In Section: 03 - Suspension Bulletin No.: 01-03-08-003A Date: February, 2002 TECHNICAL Subject: Squawk Noise from Front and/or Rear Suspension (Lubricate Stabilizer Bushings) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am This is being revised to include additional graphics and torque specifications. Please discard Corporate Bulletin Number 01-03-08-003 (Suspension). Condition Some customers may comment on a squawk noise from the front and/or rear suspension while driving. Cause The noise may be due to a slip/stick condition between the front and/or rear stabilizer bushings. Correction Follow the service procedure below and lubricate the front and/or rear stabilizer bushings with Special Lubricant High Temperature, P/N 12345879 (in Canada, use P/N 10953511). Service Procedure for Front Suspension 1. Raise and support the vehicle allowing the front suspension to hang free. Refer to Lifting and Jacking the Vehicle (SI2000 Document ID # 632491) in the General Information sub-section of the Service Manual. 2. Remove the stabilizer shaft links. Refer to Stabilizer Shaft Link Replacement (SI2000 Document ID # 635842) in the Front Suspension sub-section of the Service Manual. 3. Support the rear of the crossmember with an adjustable jack stand. 4. Remove the rear bolts from the crossmember. 5. Remove the lower control arm rear bolts. 6. Lower the rear of the crossmember with the adjustable jack stand. 7. Remove the power steering line bracket from the suspension crossmember on the right side of the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Technical Service Bulletins > Customer Interest for Stabilizer Bushing: > 01-03-08-003A > Feb > 02 > Suspension - Front/Rear Squawking Noise > Page 9282 8. Remove the bolts (1) from the insulator brackets (2) attaching the stabilizer shaft (3) to the crossmember (4). 9. Remove the stabilizer shaft insulators and lubricate the entire insulator with Special Lubricant, P/N 12345879 (in Canada, use P/N 10953511). 10. Install the lubricated insulators back onto the stabilizer shaft. 11. Install the insulator brackets (2) and the bolts (1) to the stabilizer shaft (3). Tighten Tighten the bolts to 69 N.m (51 lb ft). 12. Install the power steering line bracket from the suspension crossmember on the right side of the vehicle. 13. Raise the rear of the crossmember with the adjustable jack stand. Important: Cross member nuts (1) and (6) are captured nuts. 14. Install the rear lower control arm bolts (3) through the crossmember. Tighten Tighten the rear lower control arm bolts (3) to 245 Nm (180 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Technical Service Bulletins > Customer Interest for Stabilizer Bushing: > 01-03-08-003A > Feb > 02 > Suspension - Front/Rear Squawking Noise > Page 9283 15. Install the rear crossmember bolts (2). Tighten Tighten the rear cross member bolts (2) to 70 N.m (52 lb ft). 16. Lower the vehicle and road test. Service Procedure for Rear Suspension. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle (SI2000 Document ID # 632491) in the General Information sub-section of the Service Manual. 2. Remove the stabilizer shaft insulator brackets (5) and the nuts (6) from the stabilizer shaft (2). 3. Remove the stabilizer shaft insulators and lubricate the entire insulator with Special Lubricant, P/N 12345879 (in Canada, use P/N 10953511). 4. Install the lubricated insulators back onto the stabilizer shaft. 5. Install the stabilizer shaft insulator brackets (5) to the stabilizer shaft (2) and the nuts (6). Tighten Tighten the stabilizer shaft insulator bracket nuts to 53 N~m (39 lb ft). 6. Lower the vehicle and road test. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Technical Service Bulletins > Customer Interest for Stabilizer Bushing: > 01-03-08-003A > Feb > 02 > Suspension - Front/Rear Squawking Noise > Page 9284 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Stabilizer Bushing: > 01-03-08-003A > Feb > 02 > Suspension - Front/Rear Squawking Noise Stabilizer Bushing: All Technical Service Bulletins Suspension - Front/Rear Squawking Noise File In Section: 03 - Suspension Bulletin No.: 01-03-08-003A Date: February, 2002 TECHNICAL Subject: Squawk Noise from Front and/or Rear Suspension (Lubricate Stabilizer Bushings) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am This is being revised to include additional graphics and torque specifications. Please discard Corporate Bulletin Number 01-03-08-003 (Suspension). Condition Some customers may comment on a squawk noise from the front and/or rear suspension while driving. Cause The noise may be due to a slip/stick condition between the front and/or rear stabilizer bushings. Correction Follow the service procedure below and lubricate the front and/or rear stabilizer bushings with Special Lubricant High Temperature, P/N 12345879 (in Canada, use P/N 10953511). Service Procedure for Front Suspension 1. Raise and support the vehicle allowing the front suspension to hang free. Refer to Lifting and Jacking the Vehicle (SI2000 Document ID # 632491) in the General Information sub-section of the Service Manual. 2. Remove the stabilizer shaft links. Refer to Stabilizer Shaft Link Replacement (SI2000 Document ID # 635842) in the Front Suspension sub-section of the Service Manual. 3. Support the rear of the crossmember with an adjustable jack stand. 4. Remove the rear bolts from the crossmember. 5. Remove the lower control arm rear bolts. 6. Lower the rear of the crossmember with the adjustable jack stand. 7. Remove the power steering line bracket from the suspension crossmember on the right side of the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Stabilizer Bushing: > 01-03-08-003A > Feb > 02 > Suspension - Front/Rear Squawking Noise > Page 9290 8. Remove the bolts (1) from the insulator brackets (2) attaching the stabilizer shaft (3) to the crossmember (4). 9. Remove the stabilizer shaft insulators and lubricate the entire insulator with Special Lubricant, P/N 12345879 (in Canada, use P/N 10953511). 10. Install the lubricated insulators back onto the stabilizer shaft. 11. Install the insulator brackets (2) and the bolts (1) to the stabilizer shaft (3). Tighten Tighten the bolts to 69 N.m (51 lb ft). 12. Install the power steering line bracket from the suspension crossmember on the right side of the vehicle. 13. Raise the rear of the crossmember with the adjustable jack stand. Important: Cross member nuts (1) and (6) are captured nuts. 14. Install the rear lower control arm bolts (3) through the crossmember. Tighten Tighten the rear lower control arm bolts (3) to 245 Nm (180 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Stabilizer Bushing: > 01-03-08-003A > Feb > 02 > Suspension - Front/Rear Squawking Noise > Page 9291 15. Install the rear crossmember bolts (2). Tighten Tighten the rear cross member bolts (2) to 70 N.m (52 lb ft). 16. Lower the vehicle and road test. Service Procedure for Rear Suspension. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle (SI2000 Document ID # 632491) in the General Information sub-section of the Service Manual. 2. Remove the stabilizer shaft insulator brackets (5) and the nuts (6) from the stabilizer shaft (2). 3. Remove the stabilizer shaft insulators and lubricate the entire insulator with Special Lubricant, P/N 12345879 (in Canada, use P/N 10953511). 4. Install the lubricated insulators back onto the stabilizer shaft. 5. Install the stabilizer shaft insulator brackets (5) to the stabilizer shaft (2) and the nuts (6). Tighten Tighten the stabilizer shaft insulator bracket nuts to 53 N~m (39 lb ft). 6. Lower the vehicle and road test. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Stabilizer Bushing: > 01-03-08-003A > Feb > 02 > Suspension - Front/Rear Squawking Noise > Page 9292 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Service and Repair > Front Suspension Stabilizer Bushing: Service and Repair Front Suspension Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Service and Repair > Front Suspension > Page 9295 REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. Allow front suspension to hang free. 2. Front tire and wheel assemblies. 3. Stabilizer links at control arm. 4. Tie rods from knuckle. 5. Rear engine mount bracket bolts, refer to Crossmember. 6. Rear crossmember bolts. 7. Loosen front crossmember bolts. 8. Clamps attaching stabilizer shaft to crossmember assemblies. 9. Stabilizer shaft bushings. INSTALL OR CONNECT 1. Stabilizer shaft bushings. 2. Clamps attaching stabilizer shaft to crossmember assemblies (hand tighten). 3. Crossmember assemblies into position and install bolts (hand tighten). 4. Tighten crossmember bolts left rear outboard first, right rear outboard second, front upper third, rear inboard last to specifications. ^ Tighten: Left rear outboard bolt, first to 110 Nm (71 ft lb) plus 90° rotation. - Right rear outboard bolt, second to 110 Nm (71 ft lb) plus 90° rotation. - Front upper bolts third to 110 Nm (71 ft lb) plus 90° rotation. - Rear inboard bolts last to 110 Nm (71 ft lb) plus 90° rotation. 5. Tighten clamp bolts to crossmember to specifications. ^ Tighten stabilizer shaft bushing clamp to support assembly bolts to 66 Nm (49 ft lb). 6. Tighten stabilizer links to control arm. ^ Tighten stabilizer shaft links to control arm nuts to 17 Nm (13 ft lb). 7. Tie rods to knuckle. 8. Rear engine mount bracket bolts, refer to Crossmember. 9. Front wheel and tire assemblies. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Service and Repair > Front Suspension > Page 9296 Stabilizer Bushing: Service and Repair Rear Suspension REMOVE OR DISCONNECT 1. Raise and suitably support vehicle. 2. Stabilizer shaft bracket bolt from rear suspension support. 3. Separate bracket and remove insulator. INSTALL OR CONNECT NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. 1. Insulator to stabilizer shaft and stabilizer bracket. 2. Stabilizer shaft bracket bolt to rear suspension support. ^ Tighten link bolt to 69 Nm (51 ft lb). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Bushing > Component Information > Service and Repair > Front Suspension > Page 9297 3. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Bar, Sway Control > Stabilizer Link > Component Information > Service and Repair Stabilizer Link: Service and Repair REMOVE OR DISCONNECT 1. Raise and suitably support vehicle. 2. Rear stabilizer shaft link bolt. 3. Rear stabilizer shaft link from knuckle. 4. Link from stabilizer shaft. INSTALL OR CONNECT NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. 1. Link to stabilizer shaft. 2. Rear stabilizer shaft link to knuckle. ^ Tighten rear stabilizer shaft link to knuckle bolt 69 Nm (51 ft lb). 3. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Technical Service Bulletins > Suspension - Shock Absorber/Strut Leakage Information Suspension Strut / Shock Absorber: Technical Service Bulletins Suspension - Shock Absorber/Strut Leakage Information INFORMATION Bulletin No.: 05-03-08-002C Date: October 16, 2009 Subject: Information on Replacement of Shock Absorbers and Struts Due to Fluid Leaks Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2010 model year and Inspection Procedures. Please discard Corporate Bulletin Number 05-03-08-002B (Section 03 - Suspension). This bulletin is intended to help identify the severity of shock absorber and strut fluid seepage. Improper diagnosis may lead to components being replaced that are within the manufacturer's specification. Shock absorbers and strut assemblies are fluid-filled components and will normally exhibit some seepage. Seepage is defined as oil film or dust accumulation on the exterior of the shock housing. Shock absorbers and struts are not to be replaced under warranty for seepage. Use the following information to determine if the condition is normal acceptable seepage or a defective component. Important Electronically controlled shock absorbers (MR) may have a tendency to attract dust to this oil film. Often this film and dust can be wiped off and will not return until similar mileage is accumulated again. Inspection Procedure Note The shock absorber or strut assembly DOES NOT have to be removed from the vehicle to perform the following inspection procedure. Use the following descriptions and graphics to determine the serviceability of the component. Shock Absorbers Do Not Replace shock absorbers displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom or top of the shock absorber and not originating from the shaft seal (the upper part of the lower shock tube). 2. Light film/residue on approximately 1/3 (a) or less of the lower shock tube (A) and originating from the shaft seal. Replace shock absorbers displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the lower shock tube and originating from the shaft seal. 4. An extreme wet film of oil covering more than 1/3 (b) of the lower shock tube and originating from the shaft seal. Coil-over Shock Absorber Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Technical Service Bulletins > Suspension - Shock Absorber/Strut Leakage Information > Page 9305 Do Not Replace coil-over shock absorbers displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom of the lower shock absorber tube or the coil-over shock absorber components and not originating from the shaft seal (located at the top of the coil-over shock tube). 2. Light film/residue on the shock absorber tube, but not on the spring seat and originating from the shaft seal. Replace coil-over shock absorbers displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the lower shock tube and originating from the shaft seal. 4. An extreme, wet film of oil covering the shock absorber tube and pooling in the spring seat and originating from the shaft seal. Struts Do Not Replace Struts displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom of the strut tube or on other strut components and not originating from the shaft seal. 2. Light film/residue on the strut tube, but not on the spring seat and originating from the shaft seal. Replace Struts displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the strut tube and originating from the shaft seal (located at the top of the strut tube). 4. Extreme wet film of oil covering the strut tube and pooling in the spring seat and originating from the shaft seal. Correction Use the information published in SI for diagnosis and repair. Use the applicable published labor operation. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Technical Service Bulletins > Suspension - Shock Absorber/Strut Leakage Information > Page 9306 Suspension Strut / Shock Absorber: Technical Service Bulletins Suspension - Shock Absorber/Strut Replacement Guidlines File In Section: Warranty Administration Bulletin No.: 72-05-12 Date: January, 1998 WARRANTY ADMINISTRATION Subject: Replacement of Shock Absorbers and Struts Labor Operations E3800, E3801, E3807, E5800, E5801, E5807, E3850, E3851, E3857, E5750, E5751, and E5757 Models: All Past, Present, and Future Passenger Cars & Trucks The purpose of this bulletin is to provide retail and wholesale service personnel with enhanced service policies for the above listed subject labor operations. Service Management should make certain that all dealership personnel responsible for replacement of suspension components are familiar with GM Service Manual procedures. Effective with repair orders dated on or after January 15, 1998 the following must also be followed: - Shock absorber/strut assemblies are fluid filled components and will normally exhibit seepage. Seepage is defined as oil film or dust accumulation on the exterior of the shock housing. Shock absorber/strut assemblies are not to be replaced under warranty or seepage. - Defective shock absorber/strut assemblies will have a visible oil path or drip coming from the component. A visible oil path or drip coming from the shock absorber/strut assembly should be replaced as a defective component. - Only defective shock absorber/strut assemblies should be replaced. DO NOT replace pairs unless both are defective, unless otherwise instructed in the Service Manual and/or Service Bulletin. - Service Management approval is required on the repair order for replacement of struts or shocks in pairs. This approval includes noting the reason for replacement. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Technical Service Bulletins > Page 9307 Suspension Strut / Shock Absorber: Description and Operation The suspension system should be periodically checked for shock absorbency, bushing durability, tightness of attaching bolts and for any visible damage, misalignment or excessive wear. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Testing and Inspection > General Procedure Suspension Strut / Shock Absorber: Testing and Inspection General Procedure The strut dampener is basically a shock absorber. Strut dampeners are easier than shock absorbers to extend and retract by hand. The procedure includes both on-vehicle and off-vehicle checks to be done when evaluating the performance of strut dampeners and shock absorbers. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Testing and Inspection > General Procedure > Page 9310 Suspension Strut / Shock Absorber: Testing and Inspection On-Vehicle Checks WEAK CONDITION For struts, follow Steps 1 through 4. 1. Check and adjust tire pressures to the pressures shown on the Tire Placard. 2. Note the load conditions under which the vehicle is normally driven. 3. If practical, ride with the owner to be sure you understand the complaint before proceeding to next step. 4. Test each strut dampener/shock in turn by quickly pushing down, then lifting up (bouncing), the corner of the bumper nearest the strut dampener/shock being checked. Use the same amount of effort on each test and note the resistance on compression and rebound. Compare this with a similar vehicle having acceptable ride quality. Both strut dampeners/shocks should provide the same feeling of resistance. NOISY CONDITION For struts, follow Steps 1 through 4. 1. Check all mountings for proper tightening specification. A loose mounting will cause a noise. 2. If all mountings are intact, bounce the vehicle as in Step 4 (in "WEAK CONDITION" above) to isolate the suspected unit. 3. If practical, ride with the owner to be sure you understand the complaint. 4. Other objectionable noises may be detected by jouncing the vehicle up and down. Any sound coming from the shock other than hissing is abnormal, therefore replace the shock. LEAKS 1. Fully extend the strut/shocks (wheels unsupported) to expose the seal cover area for inspection. 2. Look for signs of leaks in the seal cover area. 3. A slight trace of fluid is NOT cause for replacement; the seal permits some seepage to lubricate the piston rod. There is a built in fluid reserve to allow for seepage. 4. A leaking strut dampener/shock can easily be found because there will be fluid around the seal cover and an excessive amount of fluid on the strut dampener/shock. A leaking strut dampener/shock must be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Testing and Inspection > General Procedure > Page 9311 Suspension Strut / Shock Absorber: Testing and Inspection Off-Vehicle Checks All strut dampeners and shock absorbers should be stroked before attempting a bench check. When stored horizontally, such as new units in stock, an air pocket will develop in the pressure chamber. An air pocket will also form if the vehicle has been stationary for a period of time. Do the following to remove air from the pressure chamber: ^ Extend in vertical position - top end up. ^ Collapse in vertical position - top end down. ^ Do this again five more times to make sure air is purged from the pressure chamber. Proceed with the actual bench check as follows: 1. Clamp a vise on the bottom mount with the strut dampener or shock absorber upright in the vise top end up. Do not clamp on the reservoir tube or the mounting threads. 2. Pump strut dampener or shock absorber by hand at various rates of speed and note the resistance. 3. Rebound resistance normally is stronger than compression resistance by about 2 to 1. However, the resistance should be smooth and constant for each stroking rate. 4. Compare with a strut dampener or shock absorber known to be good. 5. It is normal to hear a hissing noise. The following symptoms are abnormal and are reason for replacement. A. A skip or lag at reversal near mid-stroke. B. A seize (except at either extreme end of travel). C. A Noise (such as a grunt or squeal) after completing one full stroke in both directions. D. A clicking noise at fast reversal. E. Fluid leakage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut Suspension Strut / Shock Absorber: Service and Repair On-Vehicle Service Suspension Strut Rear Suspension Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9314 GENERAL INFORMATION The front knuckle is a machined aluminum casting, do not use a hammer to loosen suspension components attached to the knuckle. Do not pry or Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9315 hammer on aluminum knuckle in any way. Following these instructions will avoid damage to parts and systems. REMOVE OR DISCONNECT 1. Raise and suitably support vehicle. 2. Tire and wheel. 3. Scribe strut to knuckle. 4. Strut mount-to-body nut in trunk area. 5. Strut bolts from inside fender well. 6. Strut from knuckle bolts. 7. Strut from body. INSTALL OR CONNECT NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. 1. Strut to knuckle bolts loosely. 2. Strut to body bolts inside fender well. Important: Align scribe marks to ensure proper alignment. 3. Strut mount-to-body nuts in trunk area. 4. Strut to knuckle bolts. ^ Tighten nuts to 120 Nm (89 ft lb). 5. Tire and wheel. 6. Lower vehicle. 7. Check alignment. Strut Modification Prior to performing a camber adjustment, the lower strut-to-knuckle hole on the strut must be elongated to allow the knuckle to be moved. For appearance reasons and corrosion protection, it is important that the area filed should be painted after modification with a rust preventative paint. Strut modification can be performed on or off vehicle. 1. If the strut is on the vehicle, disconnect the strut from knuckle. If strut is off the vehicle, place strut in vise. 2. File lower hole until outer flange slot matches inner flange slot. 3. Reconnect strut to knuckle and check wheel alignment. 4. Adjust camber if necessary. Refer to Alignment. Strut Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9316 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9317 ^ Tool Required: J 24319-01 Tie Rod End Puller - Or Equivalent REMOVE OR DISCONNECT 1. Nuts and bolt attaching top of strut assembly to body. 2. Raise vehicle and suitably support. 3. Place jack stands under front crossmember. 4. Lower vehicle slightly so the weight of the vehicle rests on the jack stands and not the control arms. 5. Tire and wheel assembly. NOTICE: Care must be exercised to prevent the drive axle joints from being over-extended. When either end of the shaft is disconnected, over-extension of the joint could result in separation of internal components and possible joint failure. Drive axle joint boot protectors should be used any time service is performed on or near the drive axles. Failure to observe this can result in interior joint or boot damage and possible joint failure. 6. Brake line bracket. 7. Nut, and separate tie rod end from strut assembly using J 24319-01. 8. Scribe strut flange. 9. Bolts attaching strut to steering knuckle. 10. Strut assembly from vehicle. NOTICE: Care should be taken to avoid chipping or scratching the spring coating when handling the front suspension coil spring. Damage to the coating can cause premature failure. Important: Steering knuckle must be supported to prevent axle joint over-extension. 11. Refer to DISASSEMBLE/ASSEMBLE STRUT for unit repair. INSTALL OR CONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9318 NOTICE: Care should be taken to avoid chipping or scratching the spring coating when handling the front suspension coil spring. Damage to the coating can cause premature failure. 1. Strut into position and install two nuts and one bolt connecting strut assembly to body. 2. Align steering knuckle with strut flange scribe mark and install bolts and nuts. ^ Tighten nuts to 180 Nm (133 ft lb). 3. Tie rod end into strut assembly and install tie rod end nut. ^ Tighten tie rod end nut to 20 Nm (15 ft lb) plus 90° rotation. 4. Tighten nuts and bolt attaching top of strut assembly to body to specifications. ^ Tighten: Nuts to 25 Nm (18 ft lb). - Bolt to 25 Nm (18 ft lb). 5. Brake line bracket. 6. If suspension contact hoist is used: ^ Slightly raise vehicle. ^ Remove jack stands from under crossmember. 7. Tire and wheel assembly. 8. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9319 Suspension Strut / Shock Absorber: Service and Repair Unit Repair Suspension Strut Front Suspension Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9320 ^ Tools Required: J 3289-20 Holding Fixture - J 34013-47 Template - J 34013-A Strut Compressor - J 34013-20 Dampener Rod Clamp - J 34013-27 Alignment Rod - Or Equivalents Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9321 DISASSEMBLE NOTICE: Care should be taken to avoid scratching or cracking the spring coating when handling the front suspension coil spring. Damage can cause premature failure. 1. Mount Strut Compressor J 34013 in Holding Fixture J 3289-20. 2. Mount strut into Strut Compressor. Notice that Strut Compressor has strut mounting holes drilled for specific car line. 3. Compress strut approximately 1/2 its height after initial contact with top cap. NEVER BOTTOM SPRING OR DAMPENER ROD. 4. Remove the nut from the strut dampener shaft and place J 34013-27 Guiding Rod on top of the dampener shaft. Use this rod to guide the dampener shaft straight down through the bearing cap while decompressing the spring. Remove components. ASSEMBLE NOTICE: Care should be taken to avoid scratching or cracking the spring coating when handling the front suspension coil spring. Damage can cause premature failure. 1. Install bearing cap into Strut Compressor if previously removed. 2. Mount strut into Strut Compressor using bottom locking pin only. Extend dampener shaft and install clamp J 34013-20 on dampener shaft. 3. Install spring over dampener and swing assembly up so upper locking pin can be installed. Install upper insulator, shield, bumper, and upper spring seat. Be sure flat on upper spring seat is facing in the proper direction. The spring seat flat should be facing the same direction as the centerline of strut assembly spindle. 4. Install J 34013-27 and turn forcing screw while J 34013-27 centers the assembly. When threads on dampener shaft are visible, remove J 34013-27 and install nut. 5. Tighten nut to 70 Nm (52 ft lb). Use a line wrench while holding dampener shaft with socket. 6. Remove clamp. Rear Suspension Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9322 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9323 ^ Tools Required: J 3289-20 Holding Fixture - J 34013-47 Template - J 34013-A Strut Compressor - J 34013-20 Clamp - J 34013-27 Alignment Rod - Or Equivalents DISASSEMBLE NOTICE: Care should be taken to avoid scratching or cracking the spring coating when handling the rear suspension coil spring. Damage can cause premature failure. 1. Mount Strut Compressor J 34013-A in Holding Fixture J 3289-20. 2. Mount strut into Strut Compressor. Notice that Strut Compressor has strut mounting holes drilled for specific model of vehicle. 3. Compress strut approximately 1/2 its height after initial contact with top cap. NEVER BOTTOM SPRING OR DAMPENER ROD. 4. Remove the nut from the strut dampener shaft. 5. Remove components. ASSEMBLE NOTICE: Care should be taken to avoid scratching or cracking the spring coating when handling the rear suspension coil spring. Damage can cause premature failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9324 1. Mount strut into Strut Compressor using bottom locking pin only. Extend dampener shaft. 2. Install spring over dampener and swing assembly up so upper locking pin can be installed. Install shield, bumper, and upper spring seat. 3. Install J 34013-27 and turn forcing screw while J 34013-27 centers the assembly. When threads on dampener shaft are visible, remove J 34013-27 and install nut. 4. Tighten nut to 70 Nm (52 ft lb). Use a line wrench while holding dampener shaft with socket. 5. Remove clamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > On-Vehicle Service Suspension Strut > Page 9325 Suspension Strut / Shock Absorber: Service and Repair Strut and Knuckle Scribing 1. Using a sharp tool, scribe the knuckle along the lower outboard strut radius as shown. 2. Scribe the strut flange on the inboard side along the curve of the knuckle, as shown. 3. Make a scribe mark across the strut/knuckle interface as shown. 4. On reassembly, carefully match the marks to the or components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Trailing Arm > Component Information > Service and Repair Trailing Arm: Service and Repair REMOVE OR DISCONNECT 1. Raise and suitably support vehicle. 2. Trailing arm-to-knuckle bolt, washer, and bushing. 3. Trailing arm to body bolt. 4. Trailing arm from body. INSTALL OR CONNECT NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. 1. Trailing arm-to-knuckle bolt, washer, and bushing. 2. Trailing arm to body and install bolt. ^ Tighten: Trailing arm to body 65 Nm (48 ft lb) plus 120° rotation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Trailing Arm > Component Information > Service and Repair > Page 9329 - Knuckle bolt to 69 Nm (51 ft lb). 3. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Specifications Wheel Bearing: Specifications This vehicle uses a sealed wheel bearing and lubricating grease is not required. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Specifications > Page 9333 Wheel Bearing: Description and Operation A non-serviceable unit hub and bearing is bolted to the knuckle. This hub and bearing is a sealed, maintenance free unit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Wheel Bearing: Symptom Related Diagnostic Procedures Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 9336 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 9337 Wheel Bearing: Component Tests and General Diagnostics Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 9338 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Service and Repair > Front Suspension Wheel Bearing: Service and Repair Front Suspension FRONT WHEEL BEARINGS AND/OR HUB ^ Tools Required: J 28733-A Front Hub Spindle Remover - Or Equivalent REMOVE OR DISCONNECT 1. Drive axle. 2. Brake caliper bolts, and support caliper. 3. Brake Rotor. 4. Hub and bearing assembly. 5. Hub and bearing assembly from steering knuckle. 6. Hub and bearing. INSTALL OR CONNECT 1. Hub and bearing assembly to steering knuckle. 2. Hub and bearing assembly bolts. ^ Tighten hub and bearing assembly bolts to 95 Nm (70 ft lb). 3. Brake Rotor. 4. Brake caliper and bolts. Refer to Brakes and Traction Control. 5. New hub and bearing into steering knuckle. 6. Drive axle. 7. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Service and Repair > Front Suspension > Page 9341 Wheel Bearing: Service and Repair Rear Suspension REAR WHEEL BEARINGS AND/OR HUB REMOVE OR DISCONNECT 1. Raise vehicle. 2. Wheel and tire assemblies. 3. Brake drum. NOTICE: Do not hammer on brake drum damage to the assembly could result. 4. Rear ABS wheel speed sensor wire connector. 5. Remove hub and bearing assembly from axle. INSTALL OR CONNECT 1. Connect rear ABS wheel speed sensor wire connector. 2. Hub and Bearing assembly. ^ Tighten hub and bearing to axle bolts to 95 Nm (70 ft lb). 3. Brake drum. 4. Wheel and tire assembly. 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability Axle Nut: Technical Service Bulletins Drive Axles - Improved Axle Nut Availability File In Section: 04 - Driveline Axle Bulletin No.: 03-04-18-001 Date: February, 2003 INFORMATION Subject: Availability of New Front Drive Axle Nut Models: 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is to inform dealers that a new and improved front drive axle nut has been released for service of the above listed vehicles. Use the new nut, P/N 10289657, whenever the front drive axle nut is removed. This new nut is a torque prevailing nut and is silver in color. The old nut is black in color and has a sheet metal cage around the nut (shown below). Using the new nut will provide a more consistent clamp load on the wheel bearing and should help prolong the bearing life. Notice: Use the correct tightening specifications when installing fasteners in order to avoid damage to parts and systems. Torque Tighten the new nut to 235 N.m (173 lb ft). The old nut torque was 385 N.m (284 lb ft). Important: Some front wheel hub kits may have the old style nut included in the kit. Discard the old nut and use the new nut, P/N 10289657. New Style Nut The nut shown is a torque prevailing nut and is silver colored. Old Style Nut Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability > Page 9347 The old style nut shown is black and has a sheet metal cage around the nut. Parts Information Parts are currently available from GMSPO. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability > Page 9348 Axle Nut: Technical Service Bulletins Steering - Various Revised Tightening Specifications CHEVROLET 73-32-03A Issued: 05/01/97 SMU - SECTIONS 3B/3C/4D REVISION: 04/11/97 THIS BULLETIN IS BEING REVISED TO UPDATE THE DRIVE AXLE NUT TIGHTENING SPECIFICATIONS FOR THE N CAR. PLEASE DISCARD CORPORATE BULLETIN NUMBER 73-32-03 (SECTION 3 - STEERING/SUSPENSION). SUBJECT: SERVICE MANUAL UPDATE - SECTIONS 3B/3C/4D - REVISED TIGHTENING SPECIFICATIONS MODELS: 1997 CHEVROLET CAVALIER, MALIBU 1997 OLDSMOBILE CUTLASS 1997 PONTIAC SUNFIRE THIS BULLETIN IS BEING ISSUED TO REVISE THE TIGHTENING SPECIFICATIONS IN SECTIONS 3B, 3C AND 4D OF THE SERVICE MANUAL AS FOLLOWS: J CAR SECTIONS 3B-8, 3B-9, 3C-5 AND 3C-13: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 90 DEGREE ROTATION. N CAR SECTIONS 3C-6 AND 3C-16: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 180 DEGREE ROTATION. SECTION 3B-12: THE CORRECT TIGHTENING SPECIFICATIONS ARE AS FOLLOWS: - STEERING COLUMN LOWER PINCH BOLT 22 N.M (16 LB FT) - STEERING COLUMN UPPER PINCH BOLT 22 N.M (16 LB FT) SECTIONS 3C-16, 4D-4 AND 4D-5: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - FRONT DRIVE AXLE NUT 385 N.M (284 LB FT) +/- 5 N.M (44 LB IN). REPLACE THE DRIVE AXLE NUT WITH A NEW ONE AFTER EVERY REMOVAL. NEVER RE-USE THE DRIVE AXLE NUT. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Page 9349 Axle Nut: Specifications Service Manual Update #73-32-03A Drive Axle Nut (New) ............................................................................................................................................... 385 Nm (284 ft lb) +/- 5 Nm (44 in lb) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Vehicle Lifting > Component Information > Service and Repair Vehicle Lifting: Service and Repair GENERAL VEHICLE LIFTING AND JACKING CAUTION: To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle at the opposite end from which components are being removed. The additional support will reduce the possibility of the vehicle falling off the hoist. When removing major components from the vehicle while the vehicle is on a hoist, the vehicle frame should be chained to the hoist pads at the same end as the removed components to prevent tip-off. Failure to follow these precautionary measures could result in vehicle damage, serious personal injury, or death. CAUTION: To help avoid personal injury, always use jackstands when working on or under any vehicle that is supported only by a jack. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Spare Tire > Component Information > Service and Repair Spare Tire: Service and Repair All vehicles will be equipped with a high pressure compact spare. The compact spare uses a narrow 4-inch wide rim, although the wheel diameter is usually one inch larger than the road wheels. The compact spare wheel should not be used with standard tires, snow tires, wheel covers or trim rings. If such use is attempted, damage to these items or other parts of the vehicle may occur. The compact spare should be used only on vehicles which offered it as original equipment. CAUTION: To avoid serious personal injury, do not stand over tire when inflating. Bead may break when bead snaps over safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. It 275 kPa (40 psi) pressure will not seat beads, deflate, lubricate the beads and reinflate. Overinflation may cause the bead to break and cause serious personal injury. Inflation pressure of the compact spare must be periodically checked and maintained at 415 kPa (60 psi). It can be mounted and dismounted from its wheel using present tire changing equipment and procedures. As with other tires, the beads should completely seat at 275 kPa (40 psi). The tire may then be safely inflated to 415 kPa (60 psi). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 9366 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 9367 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 9368 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels > Page 9373 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 9379 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 9380 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 9381 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires Refinishing Aluminum Wheels > Page 9386 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 9391 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 9392 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 9397 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 9398 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 9399 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels > Page 9404 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 04-03-10-012B > Feb > 08 > Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 99-03-10-102 > Jun > 99 > Warranty - OE Chrome Plated Aluminum Wheel ID Wheels: All Technical Service Bulletins Warranty - OE Chrome Plated Aluminum Wheel ID File In Section: 03 - Suspension Bulletin No.: 99-03-10-102 Date: June, 1999 INFORMATION Subject: Original Equipment Chrome Plated Aluminum Wheel Identification Models: 1999 and Prior Passenger Cars and Light Duty Trucks Chrome plated aluminum wheels have been returned to the Warranty Parts Center that are not the original equipment (OE) components. Original equipment chrome plated aluminum wheels can be identified by either a balance weight clip retention groove (1) or a step (2) that is machined around both of the wheel's rim flanges. The rim flanges (3) of painted original equipment aluminum wheels do not have a groove or a step. Chrome plated aluminum wheels that do not have the wheel rim flange groove or step are aftermarket chrome plated components and are NOT warrantable. Any aftermarket chrome wheels received by the Warranty Parts Center will be charged back to the dealership. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 72-05-05 > Aug > 97 > Warranty - Guidelines for Using E0420 Wheel Replace Wheels: All Technical Service Bulletins Warranty - Guidelines for Using E0420 Wheel Replace File In Section: Warranty Administration Bulletin No.: 72-05-05 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Using EO42O Wheel Replace Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide service personnel with guidelines for using the above subject labor operation. Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Aluminum Wheels (including chrome plated) with Porosity - Wheels that exhibit porosity should be repaired as described in the vehicle service manual. Wheels should not be replaced without wholesale approval. ^ Aluminum Wheels (except chrome plated) with a "Finish Defect" - Wheels that exhibit a defect in the finish, (i.e., discoloration or surface degradation) should be refinished as described in the Corporate Service Bulletin Number 53-17-03A released in May, 1996. ^ Chrome Wheels - Wheels that are chromed and found to have a finish defect can only be replaced. ^ Aluminum and chrome wheels replaced under warranty will be subject to random part review and inspection. Those wheels inspected and found not to be defective and/or should have been repaired, will be subject to charge back. Wheels damaged by normal wear, road hazards, car wash brushes, or other physical or chemical damage are not eligible for warranty coverage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 9422 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 9423 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 9424 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires Refinishing Aluminum Wheels > Page 9429 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 9434 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 9435 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 04-03-10-012B > Feb > 08 > Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 99-03-10-102 > Jun > 99 > Warranty - OE Chrome Plated Aluminum Wheel ID Wheels: All Technical Service Bulletins Warranty - OE Chrome Plated Aluminum Wheel ID File In Section: 03 - Suspension Bulletin No.: 99-03-10-102 Date: June, 1999 INFORMATION Subject: Original Equipment Chrome Plated Aluminum Wheel Identification Models: 1999 and Prior Passenger Cars and Light Duty Trucks Chrome plated aluminum wheels have been returned to the Warranty Parts Center that are not the original equipment (OE) components. Original equipment chrome plated aluminum wheels can be identified by either a balance weight clip retention groove (1) or a step (2) that is machined around both of the wheel's rim flanges. The rim flanges (3) of painted original equipment aluminum wheels do not have a groove or a step. Chrome plated aluminum wheels that do not have the wheel rim flange groove or step are aftermarket chrome plated components and are NOT warrantable. Any aftermarket chrome wheels received by the Warranty Parts Center will be charged back to the dealership. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 72-05-05 > Aug > 97 > Warranty - Guidelines for Using E0420 Wheel Replace Wheels: All Technical Service Bulletins Warranty - Guidelines for Using E0420 Wheel Replace File In Section: Warranty Administration Bulletin No.: 72-05-05 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Using EO42O Wheel Replace Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide service personnel with guidelines for using the above subject labor operation. Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Aluminum Wheels (including chrome plated) with Porosity - Wheels that exhibit porosity should be repaired as described in the vehicle service manual. Wheels should not be replaced without wholesale approval. ^ Aluminum Wheels (except chrome plated) with a "Finish Defect" - Wheels that exhibit a defect in the finish, (i.e., discoloration or surface degradation) should be refinished as described in the Corporate Service Bulletin Number 53-17-03A released in May, 1996. ^ Chrome Wheels - Wheels that are chromed and found to have a finish defect can only be replaced. ^ Aluminum and chrome wheels replaced under warranty will be subject to random part review and inspection. Those wheels inspected and found not to be defective and/or should have been repaired, will be subject to charge back. Wheels damaged by normal wear, road hazards, car wash brushes, or other physical or chemical damage are not eligible for warranty coverage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Page 9448 Wheels: Specifications Maximum Lateral Runout: Aluminum Wheels ................................................................................................................................ ........................................... 0.76 mm (0.030 inch) Steel Wheels ........................................................ ............................................................................................................................ 1.14 mm (0.045 inch) Maximum Radial Runout: Aluminum Wheels ................................................................................................................................ ........................................... 0.76 mm (0.030 inch) Steel Wheels ........................................................ ............................................................................................................................ 1.01 mm (0.040 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Service Precautions > Technician Safety Information Wheels: Technician Safety Information WARNING: This vehicle has a Supplemental Inflatable Restraint (SIR) System. Refer to the SIR Component and Wiring Location view in order to determine whether you are performing service on or near the SIR components or the SIR wiring. When you are performing service on or near the SIR components or the SIR wiring, refer to the SIR On-Vehicle Service information. Failure to follow the WARNINGS could cause air bag deployment, personal injury, or unnecessary SIR system repairs. WARNING: To help avoid personal Injury when a vehicle is on a hoist, provide additional support for the vehicle at the opposite end from which components are being removed. This will reduce the possibility of the vehicle slipping from the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Service Precautions > Technician Safety Information > Page 9451 Wheels: Vehicle Damage Warnings NOTICE: Always use the correct fastener in the correct location. When you replace a fastener, use ONLY the exact part number for that application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Description and Operation > General Information Wheels: Description and Operation General Information The factory installed tires and wheels are designed to operate with loads up to and including the full rated load capacity when inflated to the recommended inflation pressures. Correct tire pressures, wheel alignment and driving techniques have an influence on tire life. Important: Heavy cornering, excessive rapid acceleration, and heavy braking will increase tire wear. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Description and Operation > General Information > Page 9454 Wheels: Description and Operation Wheels Wheels must be replaced if they are bent, dented, have excessive lateral or radial runout, leak air through welds, have elongated bolt holes, if wheel nuts won't stay tight, or if they are heavily rusted. Wheels with excessive runout may cause objectionable vibrations. Replacement wheels must be equivalent to the original equipment wheels in load capacity, diameter, rim width, offset, and mounting configuration. A wheel of improper size or type may affect wheel and bearing life, brake cooling, speedometer/odometer calibration, vehicle ground clearance, and tire clearance to the body and chassis. Steel wheels can be identified by a two or three-letter code stamped into the rim near the valve stem. Aluminum wheels have the code, part number, and manufacturer ID cast into their back side. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Testing and Inspection > General Information Wheels: Testing and Inspection General Information Wheel runout should be measured with an accurate dial indicator. Measurements may be taken with the wheel installed on the vehicle, or off the vehicle using an accurate mounting surface such as on a wheel balancer. Measurements may also be taken with or without the tire mounted on the wheel. Radial runout and lateral runout should be measured on both the inboard and outboard rim flanges. With the dial indicator firmly in position, slowly rotate the wheel one revolution and record the total indicator reading. If any measurement exceeds specifications, and there is a vibration that wheel balancing will not correct, the wheel should be replaced. Disregard any indicator readings due to welds, paint runs, scratches, etc. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Testing and Inspection > General Information > Page 9457 Wheels: Testing and Inspection Steel Wheels ^ Radial runout 1.01 mm (0.040 inch) ^ Lateral runout 1.14 mm (0.045 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Testing and Inspection > General Information > Page 9458 Wheels: Testing and Inspection Aluminum Wheels ^ Radial runout 0.76 mm (0.030 inch) ^ Lateral runout 0.76 mm (0.030 inch) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service Wheels: Service and Repair On-Vehicle Service Wheel Removal GENERAL INFORMATION Penetrating oil has not been found to be effective in removing tight wheels. However, if it is used, it should be applied sparingly to the wheel center hole area only. CAUTION: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum, it could cause the wheel to work loose as the vehicle is driven, resulting in a loss of control and an injury accident. Never use heat to loosen a tight wheel. It can shorten the life of the wheel, studs or hub and bearing assemblies. Wheel nuts must be tightened in sequence and to the proper fastener tightening specification to avoid bending the wheel or rotor. Sometimes wheels can be difficult to remove due to foreign material or a tight fit between the wheel center hole and the rotor. Excessive force such as hammering the wheel or tire can cause damage and is not recommended. Slight tapping on the tire sidewall using a large rubber mallet is acceptable. The wheel can be removed without damage as follows: 1. Tighten all wheel nuts on the affected wheel. Then loosen each nut two turns. Rock the vehicle side to side. If this is not effective, go to step 2.2. 2. Rock the vehicle from "DRIVE" to "REVERSE," allowing the vehicle to move several feet in each direction. Apply quick, hard jabs on the brake pedal to loosen the wheel. If the wheel still does not free up, then rock the vehicle again from side to side as hard as possible using one or more persons' body weight. If the wheel is still tight, repeat the procedure. REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Wheel cover, if equipped. 3. Wheel nuts. ^ Mark location of tire and wheel assembly to hub assembly. ^ Clean wheel nuts, studs and the wheel and brake drum or rotor mounting surfaces. CAUTION: Before installing a wheel, remove any buildup of corrosion on the wheel mounting surface and brake drum or rotor by scraping and wire brushing. Installing wheels without good metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen, which may later allow the wheel to come off while the vehicle is in motion. Wheel Installation INSTALL OR CONNECT 1. Hub cap on aluminum wheel, if removed. 2. Tire and wheel assembly. ^ Align locating mark of tire and wheel to hub assembly. NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. The manufacturer will call out those fasteners that require a replacement after removal. The manufacturer will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener tightening specification and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. CAUTION: Never use oil or grease on studs or nuts. Tighten the wheel nuts with your fingers until they are snug. Then, tighten the nuts (in the sequence shown) to the fastener tightening specification, refer SPECIFICATIONS. Improperly tightened wheel nuts could Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 9461 eventually allow the wheel to come off while the vehicle is moving, possibly causing loss of control, personal injury and property damage. 3. Wheel nuts. ^ Tighten wheel nuts in sequence to 140 Nm (100 ft. lbs.). 4. Wheel cover, if equipped. 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 9462 Wheels: Service and Repair Aluminum Wheels - Additional Information Aluminum Wheel Hub Cap REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Tire and wheel assembly. 3. Hub cap. ^ Place a block of wood approximately 50 mm (2 inches) in diameter with a squared off end against the back surface of the cap. A sharp hammer blow on the block of wood will remove the cap. INSTALL OR CONNECT 1. Hub cap ^ Place cap into position at wheel opening and place a block of wood at least 75 mm (3 inches) on diameter against cap face. Install cabby striking block of wood with hammer. NOTICE: Failure to hit cap squarely without the load distributed evenly could result in permanent damage to the cap. 2. Tire and wheel assembly. Aluminum Wheel Porosity Repair 1. Raise vehicle and suitably support. 2. Remove tire and wheel assembly. 3. Locate leaking areas by inflating tire to 275 kPa (40 psi) and dipping tire and wheel assembly into a water bath. 4. Mark leak areas and remove tire from wheel. Refer to TIRE MOUNTING AND DISMOUNTING. 5. Scuff inside rim surface at leak area with 80 number grit sandpaper and clean area with general purpose cleaner such as 3M P/N 08984 or equivalent. 6. Apply 3 mm (1/8") thick layer of adhesive/sealant P/N 1052366 or equivalent to leak area and allow six hours of drying time. CAUTION: To avoid serious personal injury, do not stand over tire when inflating. Bead may break when bead snaps over safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat beads, deflate, lubricate the beads and reinflate. Overinflation may cause the bead to break and cause serious personal injury. 7. Mount tire on wheel, pressurize to 275 kPa (40 psi) and check for leaks. Refer to TIRE MOUNTING AND DISMOUNTING. 8. Adjust tire pressure to meet specifications. 9. Balance tire and wheel assembly. 10. Install tire and wheel assembly. General Information A protective clear or color coating is applied to the surface of original equipment cast aluminum wheels. A surface degradation condition can begin to develop if this clear coating is damaged or removed. This can happen at some automatic car wash facilities using aggressive silicon carbide tipped tire brushes to clean white walls and tires. Once the protective coating is damaged, exposure to caustic cleaners and/or road salt further causes surface degradation. The following procedure details how to strip, clean and coat aluminum wheels that are affected by these conditions. Required Materials: ^ Amchem Alumi Prep number 33 - stock number DX533 or equivalent - cleaning and conditioning chemical for aluminum. ^ Amchem Alodine number 1001 - stock number DXSOT or equivalent - coating chemical for aluminum. ^ Ditzler Delclear Acrylic Urethane Clear - stock number DAU-75 or equivalent. ^ Ditzler Delthane Ultra-Urethane Additive - stock DXR-80 or equivalent. Initial Preparation REMOVE OR DISCONNECT 1. Wheel and tire assembly from the vehicle. Refer to WHEEL REMOVAL. ^ Match mark tire for reinstallation of outboard wheel weights after recoating of wheel. 2. Outboard wheel weights. ^ Clean: Wheel inside and out with a water base all purpose cleaner. Remove grease or oil with a solvent cleaner. Accent Color Preparation ^ Sand over painted areas that do not require recoloring with number 400 grit (wet or dry) to promote adhesion of clear coat. Surface Damage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 9463 CAUTION: Do not use vehicle power to rotate the wheel while sanding or personal Injury may result. 1. Mount tire and wheel on brake lathe and spin slowly. NOTICE: Do not use abrasive coarser than 80 grit or wheel may be damaged. 2. Sand wheel with backing block or pad by holding abrasive flat to surface of wheel and moving slowly back and forth from center to outer edge to remove damage. Use the following sandpaper grits in the order listed. A. Sand with number 80 grit sandpaper. B. Sand with number 150 grit sandpaper. C. Sand with number 240 grit sandpaper. 3. Continue with "RECOATING PROCEDURE." Clear Coat Damage on Unpainted Wheels CAUTION: Use of rubber gloves and eye protection Is necessary to prevent personal injury. 1. Apply chemical stripper. ^ Allow stripper to penetrate coating. ^ Use small 1/4 inch detail brush dipped in stripper to apply material around perimeter and spoke-like areas. 2. Remove stripper following manufacturers recommendations. CAUTION: Do not use vehicle power to rotate the wheel while sanding or personal injury may result. 3. Sand wheel with 240 grit while rotating wheel on a slow spinning brake lathe or by mounting on vehicle and spinning by hand. This will restore the machined appearance and promote adhesion. 4. Continue with "RECOATING PROCEDURE." Recoating Procedure CAUTION: Use of rubber gloves and eye protection Is necessary to prevent personal Injury. 1. Clean surface of contaminants by washing with soap and water. 2. Spray the wheel with Amchem number 33 or equivalent. ^ Let the wheel soak for 1 to 3 minutes. ^ Rinse the wheel with water and blow dry. 3. Soak wheel with Amchem #1001 or equivalent. ^ Let the wheel soak for 1 to 3 minutes. ^ Rinse the wheel with water and blow dry. 4. Mask off the tire. CAUTION: To avoid serious personal injury when applying any two part component paint system, follow the specific precautions provided by the paint manufacturer. Failure to follow these precautions may cause lung irritation and allergic respiratory reaction. 5. Finish the wheel with Ditzler Delclear Acrylic Urethane and Ditzler Ultra-Urethane Additive or equivalent using three coats. Refer to labels for specific directions. ^ First Coat - Light mist coat, let flash. ^ Second Coat - Light, let flash. ^ Third Coat - Heavy double wet coat. 6. Let the wheel dry for 24 hours (or flash for 30 minutes) or force dry at 60° C (140° F) for 30 minutes, then allow to cool for 30 minutes before mounting. INSTALL OR CONNECT 1. Balance wheel and tire assembly. ^ Replace the original balance weights with nylon coated weights to avoid discoloration of the wheel. 2. Tire and wheel assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 9464 Wheels: Service and Repair Wheel Repair Wheel repairs that use welding, heating, or peening are not approved. An inner tube is not an acceptable repair for leaky wheels or tires. Porosity in aluminum wheels can be repaired. Refer to "ALUMINUM WHEEL POROSITY REPAIR". Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 9465 Wheels: Service and Repair Balancing Tire and Wheel General Balance Precautions Deposits of foreign material must be cleaned from the inside of the wheel. When balancing aluminum and composite wheels, the balancer pressure cup should have a protective plastic or rubber edge on it to avoid damaging the rim surface finish. Stones should be removed from the tread in order to avoid operator injury during spin balancing and to obtain a good balance. The tire should be inspected for any damage, then balanced according to the equipment manufacturer's recommendations. General Information There are two types of tire and wheel balancing, static and dynamic. Static balance is the equal distribution of weight around the wheel. Assemblies that are statically unbalanced cause a bouncing action called wheel tramp. This condition may eventually cause uneven tire wear. Dynamic balance is the equal distribution of weight on each side of the centerline so that when the assembly spins there is no tendency for it to move from side to side. Assemblies that are dynamically unbalanced may cause wheel shimmy. Off-Vehicle Balancing Wheel balancing should be performed using an electronic off-vehicle balancer. They are easy to use and give both a static and a dynamic balance. Although they do not correct for drum or rotor unbalance as does on-vehicle spin balancing, this is overcome by their accuracy (usually to within 1/8 ounce). When balancing off-vehicle, the wheel should locate on the balancer with a cone through the back side of the center pilot hole (not by the wheel stud holes). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Service and Repair > On-Vehicle Service > Page 9466 On-Vehicle Balancing When needed, on-vehicle balancing will help correct vibrations due to brake drum, rotor, and wheel cover imbalance. The front suspension should not be allowed to hang free. When the CV joint is run at a very high angle, extra vibrations can occur, resulting in damage to boots and joints. Always follow the equipment manufacturer's instructions. When balancing on-vehicle, do not remove the balance weights from the off-vehicle dynamic balance. If more than one ounce of additional weight is required, it should be split between the inner and outer rim flange. NOTICE: The driven tire and wheel assemblies should be spun using the engine. Limit speed as stated in the following Caution. CAUTION: Do not spin the drive wheels faster than 55 km/h (35 mph) as indicated by the speedometer. This limit is necessary because the speedometer indicates only one-half of the actual wheel speed when one drive wheel is spinning and the other drive wheel is stopped. Personal injury and damage may result from high speed spinning. Wheel Balance Weights When static balancing, if more than 40 grams (1.0 oz.) are needed, the wheel weights should be split as equal as possible between the inboard and outboard flanges. Balancing factory aluminum wheels requires the use of special nylon coated clip on wheel weights. These weights are designed to fit over the thicker rim flange of the aluminum wheel and should be installed with a plastic tipped hammer. Adhesive wheel weights are also available. Use the following procedure to install adhesive wheel weights. Adhesive Wheel Weight Installation: 1. Clean wheel by sanding to bare aluminum where wheel weight is to be located. 2. Wipe wheel weight attachment area with a mixture of half Isopropyl alcohol and half water. A clean cloth or paper towel must be used for this operation. 3. Dry the attachment area with hot air. Surface of wheel should be warm to the touch. 4. The adhesive backing on wheel weights must be warmed to room temperature. 5. Remove tape from back of weights. Do not touch the adhesive surface. 6. Apply wheel weight and press on with hand pressure. 7. Secure wheel weight with a 70 - 110 N (16 - 25 lbs.) force applied with a roller. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Specifications Wheel Bearing: Specifications This vehicle uses a sealed wheel bearing and lubricating grease is not required. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Specifications > Page 9470 Wheel Bearing: Description and Operation A non-serviceable unit hub and bearing is bolted to the knuckle. This hub and bearing is a sealed, maintenance free unit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Wheel Bearing: Symptom Related Diagnostic Procedures Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 9473 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 9474 Wheel Bearing: Component Tests and General Diagnostics Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 9475 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Service and Repair > Front Suspension Wheel Bearing: Service and Repair Front Suspension FRONT WHEEL BEARINGS AND/OR HUB ^ Tools Required: J 28733-A Front Hub Spindle Remover - Or Equivalent REMOVE OR DISCONNECT 1. Drive axle. 2. Brake caliper bolts, and support caliper. 3. Brake Rotor. 4. Hub and bearing assembly. 5. Hub and bearing assembly from steering knuckle. 6. Hub and bearing. INSTALL OR CONNECT 1. Hub and bearing assembly to steering knuckle. 2. Hub and bearing assembly bolts. ^ Tighten hub and bearing assembly bolts to 95 Nm (70 ft lb). 3. Brake Rotor. 4. Brake caliper and bolts. Refer to Brakes and Traction Control. 5. New hub and bearing into steering knuckle. 6. Drive axle. 7. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Service and Repair > Front Suspension > Page 9478 Wheel Bearing: Service and Repair Rear Suspension REAR WHEEL BEARINGS AND/OR HUB REMOVE OR DISCONNECT 1. Raise vehicle. 2. Wheel and tire assemblies. 3. Brake drum. NOTICE: Do not hammer on brake drum damage to the assembly could result. 4. Rear ABS wheel speed sensor wire connector. 5. Remove hub and bearing assembly from axle. INSTALL OR CONNECT 1. Connect rear ABS wheel speed sensor wire connector. 2. Hub and Bearing assembly. ^ Tighten hub and bearing to axle bolts to 95 Nm (70 ft lb). 3. Brake drum. 4. Wheel and tire assembly. 5. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Cover > Component Information > Service and Repair Wheel Cover: Service and Repair REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Tire and wheel assembly. 3. Hub cap. ^ Place a block of wood approximately 50 mm (2 inches) in diameter with a squared off end against the back surface of the cap. A sharp hammer blow on the block of wood will remove the cap. INSTALL OR CONNECT 1. Hub cap ^ Place cap into position at wheel opening and place a block of wood at least 75 mm (3 inches) on diameter against cap face. Install cabby striking block of wood with hammer. NOTICE: Failure to hit cap squarely without the load distributed evenly could result in permanent damage to the cap. 2. Tire and wheel assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability Axle Nut: Technical Service Bulletins Drive Axles - Improved Axle Nut Availability File In Section: 04 - Driveline Axle Bulletin No.: 03-04-18-001 Date: February, 2003 INFORMATION Subject: Availability of New Front Drive Axle Nut Models: 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is to inform dealers that a new and improved front drive axle nut has been released for service of the above listed vehicles. Use the new nut, P/N 10289657, whenever the front drive axle nut is removed. This new nut is a torque prevailing nut and is silver in color. The old nut is black in color and has a sheet metal cage around the nut (shown below). Using the new nut will provide a more consistent clamp load on the wheel bearing and should help prolong the bearing life. Notice: Use the correct tightening specifications when installing fasteners in order to avoid damage to parts and systems. Torque Tighten the new nut to 235 N.m (173 lb ft). The old nut torque was 385 N.m (284 lb ft). Important: Some front wheel hub kits may have the old style nut included in the kit. Discard the old nut and use the new nut, P/N 10289657. New Style Nut The nut shown is a torque prevailing nut and is silver colored. Old Style Nut Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability > Page 9487 The old style nut shown is black and has a sheet metal cage around the nut. Parts Information Parts are currently available from GMSPO. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Drive Axles - Improved Axle Nut Availability > Page 9488 Axle Nut: Technical Service Bulletins Steering - Various Revised Tightening Specifications CHEVROLET 73-32-03A Issued: 05/01/97 SMU - SECTIONS 3B/3C/4D REVISION: 04/11/97 THIS BULLETIN IS BEING REVISED TO UPDATE THE DRIVE AXLE NUT TIGHTENING SPECIFICATIONS FOR THE N CAR. PLEASE DISCARD CORPORATE BULLETIN NUMBER 73-32-03 (SECTION 3 - STEERING/SUSPENSION). SUBJECT: SERVICE MANUAL UPDATE - SECTIONS 3B/3C/4D - REVISED TIGHTENING SPECIFICATIONS MODELS: 1997 CHEVROLET CAVALIER, MALIBU 1997 OLDSMOBILE CUTLASS 1997 PONTIAC SUNFIRE THIS BULLETIN IS BEING ISSUED TO REVISE THE TIGHTENING SPECIFICATIONS IN SECTIONS 3B, 3C AND 4D OF THE SERVICE MANUAL AS FOLLOWS: J CAR SECTIONS 3B-8, 3B-9, 3C-5 AND 3C-13: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 90 DEGREE ROTATION. N CAR SECTIONS 3C-6 AND 3C-16: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - TIE ROD END TO KNUCKLE NUT 20 N.M (15 LB FT) PLUS 180 DEGREE ROTATION. SECTION 3B-12: THE CORRECT TIGHTENING SPECIFICATIONS ARE AS FOLLOWS: - STEERING COLUMN LOWER PINCH BOLT 22 N.M (16 LB FT) - STEERING COLUMN UPPER PINCH BOLT 22 N.M (16 LB FT) SECTIONS 3C-16, 4D-4 AND 4D-5: THE CORRECT TIGHTENING SPECIFICATION IS AS FOLLOWS: - FRONT DRIVE AXLE NUT 385 N.M (284 LB FT) +/- 5 N.M (44 LB IN). REPLACE THE DRIVE AXLE NUT WITH A NEW ONE AFTER EVERY REMOVAL. NEVER RE-USE THE DRIVE AXLE NUT. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Hub > Axle Nut > Component Information > Technical Service Bulletins > Page 9489 Axle Nut: Specifications Service Manual Update #73-32-03A Drive Axle Nut (New) ............................................................................................................................................... 385 Nm (284 ft lb) +/- 5 Nm (44 in lb) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > Customer Interest for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: Customer Interest Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > Customer Interest for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 9498 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels Plastic Wheel Nut Covers Loose/Missing > Page 9504 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Specifications > Tightening Torque Wheel Fastener: Specifications Tightening Torque Wheels Nuts ........................................................................................................................................ .................................................. 140 Nm (100 ft. lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Specifications > Tightening Torque > Page 9507 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Specifications > Page 9508 Wheel Fastener: Application and ID All models use metric wheel nuts and wheel studs. The nut will have the word "metric" stamped on the face and the stud will have the letter "M" stamped into the threaded end. The word "metric" is stamped on the head. The thread size of the metric wheel nuts and wheel studs are "M12 x 1.5." This signifies: M = Metric 12 = Diameter in millimeters 1.5 = Millimeters per thread If a broken stud is found, refer to FRONT SUSPENSION or REAR SUSPENSION for replacement procedure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Service and Repair > Front Suspension Wheel Fastener: Service and Repair Front Suspension ^ Tools Required: J 6627-A Wheel Stud Remover - J 28733-A Front Hub Spindle Remover. - Or Equivalents REMOVE OR DISCONNECT 1. Hub and bearing assembly. 2. Wheel stud from hub and bearing assembly using tool J 6627-A. Discard stud. INSTALL OR CONNECT 1. New wheel stud into hub and bearing assembly. 2. Flat washers and nut (flat side down) onto wheel stud, and tighten until wheel stud is fully seated. 3. Hub and bearing assembly. 4. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Service and Repair > Front Suspension > Page 9511 Wheel Fastener: Service and Repair Rear Suspension ^ Tool Required: J 6627-A Wheel Stud Remover - Or Equivalent REMOVE OR DISCONNECT 1. Wheel and tire assembly. 2. Brake drum. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Service and Repair > Front Suspension > Page 9512 NOTICE: Do not hammer on brake drum as damage to the bearing or deformation of the drum could result. 3. Wheel stud using tool J 6627-A. 4. Dispose of stud. INSTALL OR CONNECT 1. New stud (insert from back side of hub). 2. Four flat washers on stud. 3. Wheel nut (install with flat side toward washers). 4. Tighten nut until stud head is properly seated in hub flange. 5. Remove nut and washers. 6. Brake drum. 7. Wheel and tire assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Accumulator HVAC > Component Information > Specifications > Mechanical Specifications Accumulator HVAC: Mechanical Specifications Bracket Bolt ......................................................................................................................................... ..................................................... 10 N.m (89 lb in) Tube Nut Fitting ................................................................................................................................... .................................................. 23.5 N.m (17 lb ft) Block fitting nut .................................................................................................................................... ..................................................... 24 N.m (17 lb ft) Bolt ...................................................................................................................................................... ...................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Accumulator HVAC > Component Information > Specifications > Mechanical Specifications > Page 9518 Accumulator HVAC: Capacity Specifications The A/C system requires 240 ml (8 fl. oz.) of Polyalkylene Glycol (PAG) refrigerant oil. NOTE: Always refer to underhood label as your primary specification resource. Polyalkylene glycol (PAG) refrigerant oil must be added to the system when components are replaced, as follows: 1. All Compressors (drain and measure the oil). a Drain oil out both the suction and discharge ports of the replacement as well as the old compressor. b. Remove compressor crankcase drain bolt and drain oil from compressor crankcase. - If less than 30 ml (1 oz.) is drained - add 60 ml (2 oz.) to the new compressor. - If more than 30 ml (1 oz.) is drained - add same amount that was drained to the new compressor. c. Install compressor crankcase drain bolt. - Tighten compressor crankcase bolt to 20 N.m (15 lbs. ft.). - Up to 120 ml (4 fluid ounces) of oil can collect in the crankcase. Therefore, it is important when replacing a compressor that the oil in the old compressor crankcase be drained and measured (discard the old oil after recording the amount). 2. Receiver Dehydrator ^ Add 105 ml (3.5 oz.) to receiver dehydrator. 3. Evaporator ^ Add 90 ml (3 oz.) oil. 4. Condenser ^ Add 30 ml (1 oz.) oil. 6. Refrigerant oil loss due to a large leak: ^ If the refrigerant charge is abruptly lost due to a large refrigerant leak, approximately 90 ml (3 oz.) of refrigerant oil will be carried out of the system with the refrigerant. Any failure that causes an abrupt refrigerant discharge will experience this oil loss. Failures that allow the refrigerant to seep or bleed off over time do not experience this oil loss. ^ Upon replacement of a component which caused a large refrigerant leak, add 90 ml (3 oz.) of new polyalkylene glycol (PAG) refrigerant oil plus: the required amount of oil for the particular component (as outlined above). NOTE: Add the oil directly to the replaced component if possible. If the oil cannot easily be added to the replaced part, add the oil to the receiver dehydrator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Accumulator HVAC > Component Information > Specifications > Page 9519 A/C System Plumbing Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Accumulator HVAC > Component Information > Specifications > Page 9520 Accumulator HVAC: Description and Operation Downstream of the evaporator outlet pipe, the sealed accumulator assembly functions as a liquid/vapor separator. It receives refrigerant vapor, along with some liquid refrigerant and refrigerant oil from the evaporator. It allows only refrigerant vapor and oil to pass on to the compressor. At the bottom of the accumulator is the desiccant bag. It acts as a drying agent for moisture that may have entered the system. An oil bleed hole is located near the bottom of the accumulator outlet pipe to provide an oil return path to the compressor. If the system is open to air for an extended period of time (due to a front-end collision, removed parts, etc.) replace the accumulator. The desiccant bag will be saturated with moisture. The accumulator is serviced by replacement only. The accumulator is located inside the right hand front fender (forward of the tire/wheel). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Accumulator HVAC > Component Information > Specifications > Page 9521 Accumulator HVAC: Service and Repair Accumulator Mounting The accumulator assembly service replacement part includes O-rings (as necessary) for connections. The desiccant within the shell is NOT serviced separately - it is part of the sealed accumulator assembly. The accumulator assembly should be replaced ONLY when the shell is perforated and a refrigerant leak is found, or the system has been open to the atmosphere for an extended period. Accumulators do not require periodic replacement due to the following changes: ^ Use of improved desiccant. ^ Use of improved hose material and increased use of metal tubes, both of which reduces the ability of moisture to enter the refrigerant system. Refer to Refrigerant Oil Distribution to determine the quantity of oil to be added to an accumulator that has been replaced. Tool Required: J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Remove or Disconnect 1. Negative battery cable. 2. Recover refrigerant. Refer to Recovery. 3. Raise vehicle. 4. Right front tire/wheel. 5. Partially remove splash shield and position aside. 6. Tube nut fitting and block fitting at accumulator. 7. Accumulator bracket from vehicle. 8. Accumulator from bracket. Install or Connect 1. Accumulator to bracket. Important ^ Add required amount of new refrigerant oil. Refer to Refrigerant Oil Distribution. 2. Accumulator bracket to vehicle Tighten ^ Bolt to 10 N.m (89 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Accumulator HVAC > Component Information > Specifications > Page 9522 3. Tube nut fitting and block fining at accumulator. Tighten ^ Tube nut to 23.5 N.m (17 lb ft). ^ Block fitting nut to 24 N.m (17 lb ft). 4. Splash shield. 5. Right front tire/wheel. 6. Lower vehicle. 7. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). 8. Evacuate and charge the A/C system. Refer to Evacuation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Specifications > Temperature Control Motor Air Door Actuator / Motor: Specifications Temperature Control Motor Temperature Motor Screws ................................................................................................................. .......................................................... 1 N.m (9 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Specifications > Temperature Control Motor > Page 9528 Air Door Actuator / Motor: Specifications Vacuum Actuators Bolt ...................................................................................................................................................... ....................................................... 16 N.m (12 lb ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Locations > Temperature Control Motor Air Door Actuator / Motor: Locations Temperature Control Motor Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Locations > Temperature Control Motor > Page 9531 Heater And A/C Module - Top View The temperature control motor is attached to the right side of the HVAC module evaporator case. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Locations > Temperature Control Motor > Page 9532 Air Door Actuator / Motor: Locations Vacuum Actuators Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Locations > Temperature Control Motor > Page 9533 Heater And A/C Module (2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Locations > Temperature Control Motor > Page 9534 Heater And A/C Module - Side View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Locations > Temperature Control Motor > Page 9535 Heater And A/C Module - Top View The vacuum actuators are located under the instrument panel and attached to the HVAC module. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Locations > Temperature Control Motor > Page 9536 Top RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Diagrams > Connector Views Air Temperature Actuator Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Diagrams > Connector Views > Page 9539 HVAC Vacuum Hoses And Actuators Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor Air Door Actuator / Motor: Service and Repair Temperature Control Motor Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9542 Heater And A/C Module - Top View The temperature control motor is attached to the right side of the HVAC module evaporator case. Remove or Disconnect 1. Instrument Panel Compartment. 2. Electrical connector from motor. 3. Motor from module. Install or Connect 1. Motor to module. Tighten ^ Screws to 1 N.m (9 lb in). 2. Electrical connector to motor. 3. Instrument Panel Compartment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9543 Air Door Actuator / Motor: Service and Repair Vacuum Actuators Mode Valve Vacuum Actuator Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9544 Heater And A/C Module (2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9545 Heater And A/C Module - Side View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9546 Heater And A/C Module - Top View The vacuum actuators are located under the instrument panel and attached to the HVAC module. Remove or Disconnect 1. Negative battery cable. 2. LH sound insulator. 3. Vacuum hoses from actuator. 4. Unclip actuator body from module. 5. Actuator rod from mode valve (use 7mm deep socket to compress tangs). 6. Actuator from the vehicle. Install or Connect 1. Vacuum actuator from below. 2. Vacuum hoses to actuator. 3. Actuator rod to mode valve. 4. LH sound insulator. 5. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Air Inlet and Defrost Vacuum Actuators Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9547 Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9548 Heater And A/C Module (2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9549 Heater And A/C Module - Side View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9550 Heater And A/C Module - Top View The vacuum actuators are located under the instrument panel and attached to the HVAC module. Remove or Disconnect 1. Negative battery cable. 2. Instrument Panel Compartment. 3. Vacuum hose from air inlet (recirculation) actuator 4. Air inlet actuator from the module. 5. Air inlet actuator link from the air inlet valve 6. Defrost actuator link from defrost valve. 7. Hoses from defrost actuator. 8. Defrost actuator from module. Install or Connect 1. Defrost actuator to module. 2. Hoses to defrost actuator. 3. Defrost actuator link to defrost valve. 4. Air inlet actuator link to the air inlet valve. 5. Air inlet actuator to the module. 6. Vacuum hose to air inlet (recirculation) actuator. 7. Instrument Panel compartment. 8. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9551 Air Door Actuator / Motor: Service and Repair Air Distribution Valves Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9552 Heater And A/C Module - Top View HVAC Module Cut Away View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Service and Repair > Temperature Control Motor > Page 9553 The air distribution valves are located in the HVAC module. Remove or Disconnect 1. Negative battery cable. 2. Instrument Panel pad. 3. Valve housing cover from module. 4. Mode valve actuator link from mode valve 5. Mode valve from module. 6. Defrost valve actuator link from defrost valve. 7. Defrost valve from module. Install or Connect 1. Defrost valve to module. 2. Defrost valve actuator link to defrost valve. 3. Mode valve to module. 4. Mode valve actuator link to mode valve 5. Valve housing cover. Tighten ^ Screws to 1 N.m (9 lb in). 6. Instrument Panel. 7. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Duct > Component Information > Specifications > Rear Floor Heater Duct Air Duct: Specifications Rear Floor Heater Duct Floor Outlet Screw ............................................................................................................................... ....................................................... 2 N.m (18 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Duct > Component Information > Specifications > Rear Floor Heater Duct > Page 9558 Air Duct: Specifications Defrost and Mode Valves Valve Housing Cover Screws .............................................................................................................. ......................................................... 1 N.m (9 lb in) Negative Battery Cable Bolt ................................................................................................................ ...................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Duct > Component Information > Specifications > Page 9559 Air Duct: Locations Rear Floor Heat Duct Top Of Dash Trim Pad It is necessary to partially remove portions of the instrument panel assembly to gain access to the air distribution ducts as required. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Duct > Component Information > Service and Repair > Defogger Ducts Replacement Air Duct: Service and Repair Defogger Ducts Replacement Description Remove or Disconnect 1. Instrument Panel assembly. 2. Defogger duct from vehicle. Install or Connect 1. Defogger duct to vehicle. 2. Instrument Panel assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Duct > Component Information > Service and Repair > Defogger Ducts Replacement > Page 9562 Air Duct: Service and Repair Air Outlets Replacement Description Remove or Disconnect 1. Cluster trim plate. 2. Bolts 3. Unsnap enter air outlet from trim. Install or Connect 1. Snap center air outlet to trim. 2. Bolts. 3. Cluster trim plate. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Duct > Component Information > Service and Repair > Defogger Ducts Replacement > Page 9563 Air Duct: Service and Repair Air Distribution Duct Description Remove or Disconnect 1. Instrument Panel Tie Bar. 2. Cross-car air distribution duct. Install or Connect 1. Cross-car Air Distribution Duct. 2. Instrument Panel Tie Bar. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Duct > Component Information > Service and Repair > Defogger Ducts Replacement > Page 9564 Air Duct: Service and Repair Air Ducts and Deflector Outlets Rear Floor Heat Duct It is necessary to partially remove portions of the instrument panel assembly to gain access to the air distribution ducts as required. The rear floor heat duct is located under the console and floor carpeting. Remove or Disconnect 1. Console. 2. Floor carpeting partially removed to rear of front seat. 3. Rear floor duct. Install or Connect 1. Rear floor duct. Tighten ^ Screw to 2 N.m (18 lb in). 2. Floor carpeting 3. Console. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Register > Component Information > Service and Repair Air Register: Service and Repair Description Remove or Disconnect 1. Grill from instrument panel by snapping out and pulling upward. Install or Connect 1. Grill to instrument panel, snaps into place. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Specifications Blower Motor: Specifications Blower Motor and Fan Assembly Retaining Screws ................................................................................................................................... 5 N.m (45 lb in) Negative Battery Cable Bolt ................................................................................................................ ...................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Locations > Blower Motor and Fan Assembly Blower Motor: Locations Blower Motor and Fan Assembly Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Locations > Blower Motor and Fan Assembly > Page 9573 Heater And A/C Module - Top View The blower motor and fan are located in the lower right corner of the HVAC module. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Locations > Blower Motor and Fan Assembly > Page 9574 Below RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Locations > Page 9575 Blower Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Locations > Page 9576 Blower Motor: Service and Repair Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Locations > Page 9577 Heater And A/C Module - Top View The blower motor and fan are located in the lower right corner of the HVAC module. The blower motor and fan are serviced as an assembly only. Remove or Disconnect 1. Negative battery cable. 2. Right sound insulator. 3. Electrical connections at blower motor. 4. Blower motor retaining screws. 5. Blower motor and fan assembly. Install or Connect 1. Blower motor and fan assembly. 2. Retaining screws. Tighten ^ Screws to 5 N.m (45 lb in). 3. Electrical connections. 4. Right sound insulator. 5. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Relay > Component Information > Locations Blower Motor Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Resistor > Component Information > Specifications Blower Motor Resistor: Specifications Blower Motor Resistor Screws ............................................................................................................ ......................................................... 1 N.m (9 lb in) Blower Motor Screws ......................................... ........................................................................................................................................ 5 N.m (44 lb in) Negative Battery Cable Bolt ................................................................................................................ ...................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Resistor > Component Information > Locations > Component Locations Blower Motor Resistor: Component Locations Heater And A/C Module (Part 1 0f 2) The blower motor resistor is located in the lower right corner of the HVAC module, between the blower motor and the front of dash. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Resistor > Component Information > Locations > Component Locations > Page 9586 Below RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Resistor > Component Information > Locations > Page 9587 Blower Resistor Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Resistor > Component Information > Locations > Page 9588 Blower Motor Resistor: Service and Repair Heater And A/C Module (Part 1 0f 2) The blower motor resistor is located in the lower right corner of the HVAC module, between the blower motor and the front of dash. Remove or Disconnect 1. Negative battery cable. 2. Right sound insulator. 3. Blower motor. 4. Cut portion of dash mat to gain access to the rear resistor screw. 5. Electrical connections at blower resistor. 6. Blower resistor screws and resistor. Install or Connect 1. Blower resistor and resistor screws. Tighten ^ Screws to 1 N.m (9 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Resistor > Component Information > Locations > Page 9589 2. Replace portion of dash mat cut in removal procedure. 3. Electrical connections at blower resistor. 4. Blower motor. Tighten ^ Screws to 5 N.m (44 lb in). 5. Right sound insulator. 6. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Switch > Component Information > Specifications Blower Motor Switch: Specifications Control Assembly and Retainer Screws to .................................................................................................................................................. 2 N.m (18 lb in) Negative Battery Cable Bolt to ............................................................................................................ ...................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Switch > Component Information > Specifications > Page 9593 Blower Motor Switch: Service and Repair Remove or Disconnect 1. Negative battery cable. 2. Accessory trim plate. 3. Control assembly screws and pull control assembly away from the instrument panel. 4. Electrical connection. 5. Blower switch retaining screws and blower switch Install or Connect 1. Blower switch and retaining screws. Tighten ^ Screws, fully driven, seated and not stripped. 2. Electrical connection. 3. Control assembly and retaining screws. Tighten ^ Screws to 2 N.m (18 lb in). 4. Accessory trim plate. 5. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch > Component Information > Specifications Compressor Clutch: Specifications Between clutch plate and rotor ................................................................................................................................................ 0.40-0.50mm (0.015-0.020") Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch > Component Information > Specifications > Page 9598 Front Of Engine Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch > Component Information > Diagrams > Exploded Views Compressor Components - Disassembled View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch > Component Information > Diagrams > Exploded Views > Page 9601 A/C Compressor Clutch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Locations Compressor Components - Disassembled View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Locations > Page 9605 Compressor Clutch Bearing: Service and Repair Removing Pulley Rotor & Bearing Assembly Retaining Ring Installing Pulley Rotor/Bearing Puller Guide Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Locations > Page 9606 Removing Pulley Rotor And Bearing Assembly Pulley Rotor Bearing Removal Remove or Disconnect 1. Remove the clutch plate and hub assembly as described previously. 2. Remove rotor and bearing assembly retaining ring, using snap ring pliers J 6083. 3. Install pulley rotor and bearing puller guide J 33023-A to the front head and install J 33020 pulley rotor and bearing puller down into the inner circle of slots in the rotor. Turn the J 33020 puller clockwise in the slots to engage the puller tangs with the segments between the slots in the rotor. 4. Hold the J 33020 puller in place and tighten the puller screw against the puller guide to remove the pulley rotor and bearing assembly. 5. To prevent damage to the pulley rotor during bearing removal the rotor hub must be properly supported. Remove the forcing screw from J 33020 puller and, with the puller tangs still engaged in the rotor slots, invert the assembly onto a solid flat surface or blocks as shown in the illustration. 6. Drive the bearing out of the rotor hub with rotor bearing remover J 9398-A and J 29886 universal handle. NOTICE: It is not necessary to remove the staking in front of the bearing to remove the bearing. however, it will be necessary to file away the old stake metal for proper clearance for the new bearing to be installed into the rotor bore or the bearing may be damaged. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Locations > Page 9607 Installing Pulley Rotor Bearing Staking Bearing In Rotor Hub Bore Bearing Staked In Place Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Locations > Page 9608 Installing Pulley Rotor And Bearing Assembly Install or Connect 1. Place the pulley rotor on the J 21352-A support block to fully support the rotor hub during bearing installation. NOTICE: Do Not support the rotor by resting the pulley rim on a flat surface during the bearing installation or the rotor face will be bent. 2. Align the new bearing squarely with the hub bore and using puller and bearing installer J 9481-A with universal handle J 29886, drive the bearing fully into the hub. The installer will apply force to the outer race of the bearing if used as shown. 3. Place bearing staking guide J 33019-1 and bearing staking pin J 33019 in the hub bore as shown in the illustration. Shift the rotor and bearing assembly on the J 21352-A support block to give full support of the hub under the staking pin location. A heavy-duty rubber band may be used to hold the stake pin in the guide, and the stake pin should be properly positioned in the guide after each impact on the pin. 4. Using care to prevent personal injury. strike the staking pin with a hammer until a metal stake, similar to the original, is formed down to but not touching the bearing. The stake metal should not contact the outer face of the bearing to prevent the possibility of distorting the outer race. Stake three (3) places 120° apart as shown in the illustration. 5. With the compressor mounted to the J 34992 holding fixture, position the rotor and bearing assembly on the front head. 6. Position the J 33017 pulley rotor and bearing installer and J 33023-A puller pilot directly over the inner race of the bearing. 7. Position puller crossbar J 8433-1 on the puller pilot J 33023-A and assemble the two through bolts and washers through the puller bar slots and thread them into the J 33025 puller leg. The thread of the through bolts should engage the full thickness of the puller legs. The two puller legs require two different bolt lengths. 8. Tighten the center screw in the J 8433-1 puller crossbar to force the pulley rotor and bearing assembly onto the compressor front head. Should the J 33017 pulley rotor and bearing installer slip off direct in-line contact with the inner face of the bearing, loosen the J 8433-3 center forcing screw and realign the installer and pilot so that the J 33017 installer will properly clear the front head. 9. Install rotor and bearing assembly retainer ring, using snap ring pliers J 6083. 10. Reinstall clutch plate and hub assembly as described previously. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Coil > Component Information > Locations Compressor Components - Disassembled View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Coil > Component Information > Locations > Page 9612 Compressor Clutch Coil: Service and Repair Clutch Coil Assembly Removal Remove or Disconnect 1. Perform Steps 1 through 4 of Clutch Rotor and/or Bearings" removal procedure. Mark clutch coil terminal location on compressor front head. 2. Install J 33023-A puller pilot on front head of compressor. Also install J 8433-1 puller crossbar with J 33025 puller legs as shown in the illustration. 3. Tighten J 8433-3 forcing screw against the puller pilot to remove the clutch coil. Installing Clutch Coil Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Coil > Component Information > Locations > Page 9613 Staking Clutch Coil To Front Head Details Of Stakes In Front Head For Clutch Coil Install or Connect 1. Place the clutch coil assembly on the front head with the terminals positioned at the "marked" location. 2. Place the J 33024 clutch coil installer over the internal opening of the clutch coil housing and align installer with the compressor front head. 3. Center the J 8433-1 puller crossbar in the countersunk center hole of the J 33024 clutch coil installer. Install the J 34992-2 through bolts and washers through the crossbar slots and thread them, into the holding fixture J 34992 to full fixture thickness. 4. Turn the center forcing screw of the J 8433-1 puller crossbar to force the clutch coil onto the front head. Be sure clutch coil and J 33024 installer stay "in-line" during installation. 5. When coil is fully seated on the front head, use a 1/8" diameter drift punch and stake the front head at three (3) places 120° apart, to ensure clutch coil remaining in position. ^ Stake size should be only one half the area of the punch tip and only approximately 0.280-0.35mm (0.010-0.015") deep. 6. Install rotor and bearing assembly and the clutch plate and hub assembly according as described previously. 7. Install shaft nut. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Specifications > Clutch Clearance Compressor Clutch Hub: Specifications Clutch Clearance Between clutch plate and rotor ................................................................................................................................................ 0.40-0.50mm (0.015-0.020") Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Specifications > Clutch Clearance > Page 9618 Compressor Clutch Hub: Specifications Shaft Nut Shaft nut .............................................................................................................................................. .................................................. 16.5 N.m (12 lbs.ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Specifications > Page 9619 Compressor Components - Disassembled View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Specifications > Page 9620 Compressor Clutch Hub: Service and Repair Removing Shaft Nut Clutch Plate And Hub Assembly Removal Remove or Disconnect 1. Clamp the holding fixture J 41790 in a vise and attach compressor to holding fixture with nuts and bolts (2). 2. Keep the clutch hub and drive plate assembly from turning by using the clutch hub holding tool J 33027-A. Remove the shaft nut using shaft nut socket J 33022. 3. Thread the Clutch Plate and Hub Assembly Remover J 33013-B into the hub. Hold the body of the remover with a wrench and turn the center screw into the remover body to remove the clutch plate and hub assembly. 4. Remove the shaft key and retain for reassembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Specifications > Page 9621 Shaft Key, Clutch Plate/Hub Installation Installation Clutch Plate & Hub Assembly Install or Connect 1. Install the shaft key into the hub key groove. Allow the key to project approximately 3.2 mm (1/8") out of the keyway. The shaft key is curved slightly to provide an interference fit in the hub key groove. 2. Be sure the frictional surface of the clutch plate and the clutch rotor are clean before installing the clutch plate and hub assembly. 3. Align the shaft key with the shaft keyway and place the clutch plate and the hub assembly onto the compressor shaft. NOTICE: Do not drive or pound on the clutch hub or shaft. Internal damage to compressor may result. 4. Remove the J 33013-B remover-installer center screw and reverse the body direction on the center screw as shown in the illustration. 5. Install the clutch plate and hub installer J 33013-B with bearing as shown in the illustration. The body of the J 33013-B installer should be backed off sufficiently to allow the center screw to be threaded onto the end of the compressor shaft. 6. Hold the center screw with a wrench. Tighten the hex portion of the installer J 33013-B body to press the hub onto the shaft. Tighten the body several turns, remove the installer and check to see that the shaft key is still in place in the keyway before installing the clutch plate and hub assembly to its final position. The air gap between frictional surfaces of the clutch plate and clutch rotor should be 0.40-0.50mm (0.015-0.020"). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Specifications > Page 9622 ^ If the center screw is threaded fully onto the end of the compressor shaft, or if the body of the installer is held and the center screw is rotated, the key will assume the position as shown in the illustration and will break the clutch hub. 7. Remove installer J 33013-B, check for proper positioning of the shaft key (even or slightly above the clutch hub). Install the shaft nut. Hold the clutch plate and hub assembly with clutch hub holding tool J 33027-A and using shaft nut socket J 33022, tighten the nut against the crankshaft shoulder to 16.5 N.m (12 lbs.ft.) torque, using a torque wrench. 8. Spin the pulley rotor by hand to see that the rotor Is not rubbing the clutch drive plate. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Control Valve Assembly > Component Information > Locations V-5 Compressor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Control Valve Assembly > Component Information > Locations > Page 9626 Compressor Control Valve Assembly: Service and Repair V-5 Compressor Tool Required: J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Remove or Disconnect 1. Negative battery cable. 2. Recover refrigerant. Refer to Recovery. 3. Raise vehicle. 4. Control valve retaining ring using internal snap ring pliers or J 5403. 5. Control Valve. Install or Connect 1. Control Valve. 2. Control valve retaining ring using internal snap ring pliers or J 5403. 3. Lower vehicle. 4. Evacuate and recharge refrigerant system. Refer to Evacuation. 5. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > A/C Compressor Seal Washer - Reference Chart Compressor Shaft Seal: Technical Service Bulletins A/C Compressor Seal Washer - Reference Chart File In Section: 1 - HVAC Bulletin No.: 63-12-15 Date: November, 1996 INFORMATION Subject: Reference Chart for A/C Compressor Seal Washers Models: 1997 and Prior Passenger Cars (Except Corvette and GEO) 1997 and Prior Light Duty Trucks (Except Tracker) GMSPO A/C compressors include a seal washer kit. These kits contain various color edge painted washer seals and inserts in which only two (2) washers and possibly one (1) insert are used. It has come to our attention that some packaging discrepancies were found and some of the seals cannot be properly identified for installation. These seals are very close in size and some of the seals were inadvertently edge painted the wrong color or not painted. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > A/C Compressor Seal Washer - Reference Chart > Page 9631 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > A/C Compressor Seal Washer - Reference Chart > Page 9632 The chart shown will help to properly identify the seals. Use the chart by placing the seal over the pictured seal to identity inside and outside diameters and thickness. Because these seals are very similar in size, specifications are also listed in the chart. Important: If seals are damaged upon installation, obtain new seal kit. Seals will be available separately at a later date. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > Page 9633 V-5 Compressor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > Page 9634 Compressor Shaft Seal: Service and Repair Seal Leak Detection A shaft seal should not be changed because of small amounts of oil found on an adjacent surface. The seal is designed to leak some oil for lubrication purposes. A shaft seal should be changed only when a large amount of sprayed oil is found, and only after actual refrigerant leakage is found by using an approved leak detector. J 39400 or equivalent. Removing Or Installing Shaft Seal Retaining Ring Removing Shaft Seal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > Page 9635 Removing Shaft Seal O-Ring Remove or Disconnect 1. Recover refrigerant using J 39500-GM. 2. Loosen and reposition compressor in mounting brackets. 3. Remove clutch plate and hub assembly from compressor as described in minor repairs. 4. Remove the shaft seal retainer ring, using snap ring pliers J 5403. 5. Thoroughly clean inside of compressor neck area surrounding the shaft. the exposed portion of the seal, the shaft itself and O-ring groove. Any dirt or foreign material getting into compressor may cause damage. 6. Fully engage the knurled tangs of seal remover-installer J 23128-A into the recessed portion of the seal by turning the handle clockwise. Remove the seal from the compressor with a rotary-pulling motion. Discard the seal. The handle should be hand-tightened securely. Do not use a wrench or pliers. 7. Remove and discard the seal O-ring from the compressor neck using O-ring remover J 955301. 8. Recheck the shaft and inside of the compressor neck for dirt or foreign material and be sure these areas are perfectly clean before installing new parts. Compressor Shaft Seal Clean 1. Thoroughly clean seal O-ring groove in front head. NOTICE: Seals should not be re-used. Always use a new specification service seal kit. Be sure that the seal to be installed is not scratched or damaged in any way. Make sure that the seal is free of lint and dirt that could damage the seal surface or prevent sealing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > Page 9636 Installing Shaft Seal O-Ring Lip Seal Installed On Seal Protector Removing Or Installing Shaft Seal Retaining Ring Install or Connect 1. Dip the new seal O-ring in clean 525 viscosity refrigerant oil and assemble onto O-ring installer 33011. "New". 2. Insert the O-ring installer J 33011 into the compressor neck until the installer "bottoms." Lower the moveable slide of the O-ring installer to release the O-ring into the seal O-ring lower groove. (The compressor neck top groove is for the shaft seal retainer ring.) Rotate the installer to seat the O-ring and remove the installer. 3. Dip the new seal in clean 525 viscosity refrigerant oil and assemble seal to Seal Installer J 23128-A, by turning handle clockwise. The stamped Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > Page 9637 steel case side of the lip seal must be engaged with knurled tangs of installer so that flared-out side of lip seal is facing and installed towards the compressor. In stall shaft seal protector J 34614 on the lip seal. Place the seal protector J 34614 over end of compressor shaft, and slide the new seal onto the shaft with a rotary motion until it stops. Take care not to dislodge the O-ring. Be sure the seal makes good contact with the O-ring. Disengage the installer from the seal and remove the installer J 23128-A and the shaft seal protector J 34614. NOTICE: Handling and care of seal protector is important. If seal protector is nicked or the bottom flared, the new seal may be damaged during installation. 4. Install the new seal retainer ring with its flat side against the seal, using snap-ring pliers J 5403. Use the sleeve from O-ring installer J 33011 to press In on the seal retainer ring so that it snaps into its groove. 5. To leak test, install compressor leak test fixture J 39893 on rear head of compressor and connect gage charging lines using J 39500-GM Refrigerant Recovery System or equivalent. Pressurize suction and high-side of compressor with R-134a Refrigerant. Temporarily install the shaft nut and, with the compressor in horizontal position. rotate the compressor shaft in normal direction of rotation several turns by hand. Leak test the seal area and correct any leak found. Recover refrigerant. Remove shaft nut. 6. Remove any excess oil resulting from installing the new seal parts from the shaft and inside the compressor neck. 7. Install the clutch plate and hub assembly as described in minor repair procedures. 8. Reinstall the compressor, belt and tighten bracket. 9. Evacuate and charge the refrigerant system using J 39500-GM. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor Clutch Relay > Component Information > Locations Compressor Clutch Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Condenser HVAC > Component Information > Specifications > Mechanical Specifications Condenser HVAC: Mechanical Specifications Condenser to Radiator Bolts ............................................................................................................... ...................................................... 10 N.m (89 lb in) Negative Battery Cable Bolt ................................................................................................................ ..................................................... 16 N.m (12 lb in) Inlet Nut ............................................................................................................................................... ...................................................... 25 N.m (18 lb in) Outlet Bolt ............................................................................................................................................ ..................................................... 25 N.m (18 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Condenser HVAC > Component Information > Specifications > Mechanical Specifications > Page 9645 Condenser HVAC: Capacity Specifications The A/C system requires 240 ml (8 fl. oz.) of Polyalkylene Glycol (PAG) refrigerant oil. NOTE: Always refer to underhood label as your primary specification resource. Polyalkylene glycol (PAG) refrigerant oil must be added to the system when components are replaced, as follows: 1. All Compressors (drain and measure the oil). a Drain oil out both the suction and discharge ports of the replacement as well as the old compressor. b. Remove compressor crankcase drain bolt and drain oil from compressor crankcase. - If less than 30 ml (1 oz.) is drained - add 60 ml (2 oz.) to the new compressor. - If more than 30 ml (1 oz.) is drained - add same amount that was drained to the new compressor. c. Install compressor crankcase drain bolt. - Tighten compressor crankcase bolt to 20 N.m (15 lbs. ft.). - Up to 120 ml (4 fluid ounces) of oil can collect in the crankcase. Therefore, it is important when replacing a compressor that the oil in the old compressor crankcase be drained and measured (discard the old oil after recording the amount). 2. Receiver Dehydrator ^ Add 105 ml (3.5 oz.) to receiver dehydrator. 3. Evaporator ^ Add 90 ml (3 oz.) oil. 4. Condenser ^ Add 30 ml (1 oz.) oil. 6. Refrigerant oil loss due to a large leak: ^ If the refrigerant charge is abruptly lost due to a large refrigerant leak, approximately 90 ml (3 oz.) of refrigerant oil will be carried out of the system with the refrigerant. Any failure that causes an abrupt refrigerant discharge will experience this oil loss. Failures that allow the refrigerant to seep or bleed off over time do not experience this oil loss. ^ Upon replacement of a component which caused a large refrigerant leak, add 90 ml (3 oz.) of new polyalkylene glycol (PAG) refrigerant oil plus: the required amount of oil for the particular component (as outlined above). NOTE: Add the oil directly to the replaced component if possible. If the oil cannot easily be added to the replaced part, add the oil to the receiver dehydrator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Condenser HVAC > Component Information > Specifications > Page 9646 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Condenser HVAC > Component Information > Specifications > Page 9647 Condenser HVAC: Description and Operation Condenser The condenser in front of the radiator is made up of coils which carry the refrigerant. Cooling fins provide rapid transfer of heat. Air passing through the condenser cools the high-pressure, high-temperature refrigerant vapor, causing it to condense into a liquid. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Condenser HVAC > Component Information > Specifications > Page 9648 Condenser HVAC: Service and Repair Condenser Mounting Tool Required: ^ J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Remove or Disconnect 1. Negative battery cable. 2. Recover refrigerant. Refer to Recovery. 3. Drain cooling system. 4. Radiator assembly. 5. Condenser from radiator. Install or Connect 1. Condenser to radiator. Tighten ^ Bolts to 10 N.m (89 lb in). 2. Radiator assembly to vehicle. 3. Refill cooling system. 4. Recharge A/C system. Refer to Evacuation. 5. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Control Assembly, HVAC > Component Information > Specifications Control Assembly: Specifications A/C and Heater Control and Retaining Screw ............................................................................................................................................ 2 N.m (18 lb in) Negative Battery Cable Bolt ................................................................................................................ ...................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Control Assembly, HVAC > Component Information > Locations > Component Locations Below Center Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Control Assembly, HVAC > Component Information > Locations > Component Locations > Page 9654 Control Assembly: Connector Locations Top RH Side Of I/P Right Side Of Rear Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Control Assembly, HVAC > Component Information > Locations > Page 9655 Control Assembly: Description and Operation Recirculation/Fresh Air Control The recirculation feature is driven by a switch on the control assembly. The switch controls a solenoid which directs vacuum to the vacuum actuator that moves the air inlet valve. Temperature Control Temperature is controlled according to the position of the temperature knob on the control assembly. An electric motor controls the temperature valve based on input from the temperature knob. The valve controls air flow through the heater core as the temperature knob is moved through its full travel. The position of the temperature valve is independent of mode selection. The temperature motor attaches to the right side of the HVAC module. Mode Control The mode of operation of the control assembly is determined by the position of the mode knob. The mode knob controls a vacuum switch that supplies engine vacuum to the appropriate vacuum actuator(s) for the mode selected. Vacuum hoses are molded to a connector that is attached to the vacuum switch. Blower Speed Control The blower speed is controlled by a knob which actuates an electrical switch. The blower circuit is open in the OFF position. In all modes, the blower has 5 speeds to control the amount of air that flows through the HVAC module. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Control Assembly, HVAC > Component Information > Locations > Page 9656 Control Assembly: Service and Repair Description Remove or Disconnect 1. Negative battery cable. 2. Accessory trim plate. 3. Heater and A/C control retaining screws and pull heater and A/C control away from the instrument panel. 4. Electrical and vacuum connections. Install or Connect 1. Electrical and vacuum connections. 2. Heater and A/C control and retaining screws to instrument panel. Tighten ^ Screw to 2 N.m (18 lb. in.). 3. Accessory trim plate. 4. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb. ft.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System Evaporator Core: Customer Interest A/C - Musty Odors Emitted From (HVAC) System TECHNICAL Bulletin No.: 99-01-39-004C Date: June 12, 2009 Subject: Air Conditioning Odor (Install Evaporator Core Dryer Kit and Apply Cooling Coil Coating) Models: 1993-2010 GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 All Equipped with Air Conditioning Supercede: This bulletin is being revised to add the 2009 and 2010 model years. Please discard Corporate Bulletin Number 99-01-39-004B (Section 01 - HVAC). Condition Some customers may comment about musty odors emitted from the Heating, Ventilation and Air Conditioning (HVAC) system at vehicle start-up in hot, humid conditions. Cause This condition may be caused by condensate build-up on the evaporator core, which does not evaporate by itself in high humidity conditions. The odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. There are several other possible sources of a musty odor in a vehicle. A common source is a water leak into the interior of the vehicle or foreign material in the HVAC air distribution system. Follow the procedures in SI for identifying and correcting water leaks and air inlet inspection. The procedure contained in this bulletin is only applicable if the odor source has been determined to be microbial growth on the evaporator core inside the HVAC module. Correction Many vehicles currently incorporate an afterblow function within the HVAC control module software. The afterblow feature, when enabled, employs the HVAC blower fan to dry the evaporator after vehicle shut down and this function will inhibit microbial growth. Technicians are to confirm that the customer concern is evaporator core odor and that the vehicle has the imbedded afterblow feature, as defined in the SI document for that specific vehicle model, model year and specific HVAC option. Refer to SI for enabling the afterblow function. Vehicles being delivered in areas prone to high humidity conditions may benefit from having the afterblow enabled calibration installed prior to any customer comment. Important If the vehicle is not factory equipped with the imbedded afterblow enable feature, it may be added with the Electronic Evaporator Dryer Module Kit (P/N 12497910 or AC Delco 15-5876). Important When installing the Electronic Evaporator Dryer Module, you MUST use the included electrical splice connectors to ensure a proper splice. Complete detailed installation instructions and self testing procedures are supplied with the kit. If necessary, the Electronic Evaporator Dryer Module may be installed underhood if it is protected from extreme heat and water splash areas. To immediately remove the evaporator core odor on all suspect vehicles, it is necessary to eliminate the microbial growth and prevent its re-occurrence. To accomplish this, perform the following procedure: Vehicle and Applicator Tool Preparation 1. The evaporator core must be dry. This may be accomplished by disabling the compressor and running the blower fan on the recirc heat setting for an extended period of time. Note Compressor engagement will cause the evaporator core to remain wet and will prevent full adherence of the Coiling Coil Coating to the evaporator core surfaces. 2. Verify that the air conditioning drain hose is not clogged and place a drain pan beneath the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System > Page 9665 3. Place a protective cover over the carpet below the evaporator core. 4. Remove the cabin air filter, if equipped, and cover the opening prior to applying the Cooling Coil Coating, as the product may clog the filter. If the cabin air filter appears to have little or no remaining life, suggest a replacement to your customer. 5. If the HVAC module has a blower motor cooling tube, be careful NOT TO SPRAY THE COOLING COIL COATING INTO THE BLOWER MOTOR COOLING TUBE. 6. Attach the Flexible Applicator Pressure Spray Tool (J-43810-20A) to a compressed air line operating at 586 kPa (85 psi) to 793 kPa (115 psi). 7. Shake the bottle of Cooling Coil Coating well. Screw the bottle onto the cap on the applicator tool's pick-up tube. Note The pick-up tube is designed for 120 ml (4 oz) and 240 ml (8 oz) bottles and should coil slightly in the bottom of a 120 ml (4 oz) bottle. 8. Use one of the following three methods to apply the Cooling Coil Coating. Important If the Pressure Applicator Spray Tool (J-43810-20A) is not available, the Cooling Coil Coating is also available in an aerosol can (P/N 12377951 (in Canada, 10953503)). Application Through Blower Motor Control Module Opening - Remove the blower motor control module (blower motor resistor). Refer to the applicable procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor blower motor control module (blower motor resistor) opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor blower motor control module (blower motor control module). Application Through Blower Motor Opening - Remove the blower motor. Refer to the applicable blower motor removal procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor. Application Through a Hole in the HVAC Module - If neither of the two previous application methods are available, it may be necessary to drill a hole in the HVAC module. - Locate an area of the HVAC module between the blower motor and the evaporator core. Drill a 10 mm (3/8 in) hole in the HVAC module. Use caution to keep the drill clear of the evaporator core and the blower motor fan. - With the air distribution vents closed and the blower motor fan speed on HIGH, insert the applicator tool into the hole and spray the Cooling Coil Coating into the airstream toward the evaporator core. - Use a GM approved RTV sealant to plug the hole in the HVAC module. 9. After the Cooling Coil Coating application is complete, start and run the vehicle for approximately 10 minutes, with the compressor disabled, HVAC mode set to Recirculate/Max, heat set to full warm, blower motor fan speed on high, and one window open approximately 12 mm (1/2 in). This cures the Cooling Coil Coating onto the evaporator core surface. 10. While the engine is running, rinse the applicator tool with warm water to prolong the life of the tool. Be sure to spray warm water through the nozzle to rinse out any residual Cooling Coil Coating still in the capillary pick up tube, otherwise it will dry and clog the applicator tool. Also remove the small green valve from the bottle cap and rinse it thoroughly while rolling it between two fingers and then reinstall it. If this valve is clogged , the Cooling Coil Coating will not flow through the applicator tool. 11. Shut off the engine and enable the compressor again. 12. Verify proper HVAC system operation. 13. Remove the protective cover from inside the vehicle. 14. Remove the drain pan from underneath the vehicle. 15. Reinstall the cabin air filter if necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System > Page 9666 Parts Information Important The Cooling Coil Coating listed below is the only GM approved product for use under warranty as an evaporator core disinfectant and for the long term control of evaporator core microbial growth. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System Evaporator Core: All Technical Service Bulletins A/C - Musty Odors Emitted From (HVAC) System TECHNICAL Bulletin No.: 99-01-39-004C Date: June 12, 2009 Subject: Air Conditioning Odor (Install Evaporator Core Dryer Kit and Apply Cooling Coil Coating) Models: 1993-2010 GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 All Equipped with Air Conditioning Supercede: This bulletin is being revised to add the 2009 and 2010 model years. Please discard Corporate Bulletin Number 99-01-39-004B (Section 01 - HVAC). Condition Some customers may comment about musty odors emitted from the Heating, Ventilation and Air Conditioning (HVAC) system at vehicle start-up in hot, humid conditions. Cause This condition may be caused by condensate build-up on the evaporator core, which does not evaporate by itself in high humidity conditions. The odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. There are several other possible sources of a musty odor in a vehicle. A common source is a water leak into the interior of the vehicle or foreign material in the HVAC air distribution system. Follow the procedures in SI for identifying and correcting water leaks and air inlet inspection. The procedure contained in this bulletin is only applicable if the odor source has been determined to be microbial growth on the evaporator core inside the HVAC module. Correction Many vehicles currently incorporate an afterblow function within the HVAC control module software. The afterblow feature, when enabled, employs the HVAC blower fan to dry the evaporator after vehicle shut down and this function will inhibit microbial growth. Technicians are to confirm that the customer concern is evaporator core odor and that the vehicle has the imbedded afterblow feature, as defined in the SI document for that specific vehicle model, model year and specific HVAC option. Refer to SI for enabling the afterblow function. Vehicles being delivered in areas prone to high humidity conditions may benefit from having the afterblow enabled calibration installed prior to any customer comment. Important If the vehicle is not factory equipped with the imbedded afterblow enable feature, it may be added with the Electronic Evaporator Dryer Module Kit (P/N 12497910 or AC Delco 15-5876). Important When installing the Electronic Evaporator Dryer Module, you MUST use the included electrical splice connectors to ensure a proper splice. Complete detailed installation instructions and self testing procedures are supplied with the kit. If necessary, the Electronic Evaporator Dryer Module may be installed underhood if it is protected from extreme heat and water splash areas. To immediately remove the evaporator core odor on all suspect vehicles, it is necessary to eliminate the microbial growth and prevent its re-occurrence. To accomplish this, perform the following procedure: Vehicle and Applicator Tool Preparation 1. The evaporator core must be dry. This may be accomplished by disabling the compressor and running the blower fan on the recirc heat setting for an extended period of time. Note Compressor engagement will cause the evaporator core to remain wet and will prevent full adherence of the Coiling Coil Coating to the evaporator core surfaces. 2. Verify that the air conditioning drain hose is not clogged and place a drain pan beneath the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System > Page 9672 3. Place a protective cover over the carpet below the evaporator core. 4. Remove the cabin air filter, if equipped, and cover the opening prior to applying the Cooling Coil Coating, as the product may clog the filter. If the cabin air filter appears to have little or no remaining life, suggest a replacement to your customer. 5. If the HVAC module has a blower motor cooling tube, be careful NOT TO SPRAY THE COOLING COIL COATING INTO THE BLOWER MOTOR COOLING TUBE. 6. Attach the Flexible Applicator Pressure Spray Tool (J-43810-20A) to a compressed air line operating at 586 kPa (85 psi) to 793 kPa (115 psi). 7. Shake the bottle of Cooling Coil Coating well. Screw the bottle onto the cap on the applicator tool's pick-up tube. Note The pick-up tube is designed for 120 ml (4 oz) and 240 ml (8 oz) bottles and should coil slightly in the bottom of a 120 ml (4 oz) bottle. 8. Use one of the following three methods to apply the Cooling Coil Coating. Important If the Pressure Applicator Spray Tool (J-43810-20A) is not available, the Cooling Coil Coating is also available in an aerosol can (P/N 12377951 (in Canada, 10953503)). Application Through Blower Motor Control Module Opening - Remove the blower motor control module (blower motor resistor). Refer to the applicable procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor blower motor control module (blower motor resistor) opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor blower motor control module (blower motor control module). Application Through Blower Motor Opening - Remove the blower motor. Refer to the applicable blower motor removal procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor. Application Through a Hole in the HVAC Module - If neither of the two previous application methods are available, it may be necessary to drill a hole in the HVAC module. - Locate an area of the HVAC module between the blower motor and the evaporator core. Drill a 10 mm (3/8 in) hole in the HVAC module. Use caution to keep the drill clear of the evaporator core and the blower motor fan. - With the air distribution vents closed and the blower motor fan speed on HIGH, insert the applicator tool into the hole and spray the Cooling Coil Coating into the airstream toward the evaporator core. - Use a GM approved RTV sealant to plug the hole in the HVAC module. 9. After the Cooling Coil Coating application is complete, start and run the vehicle for approximately 10 minutes, with the compressor disabled, HVAC mode set to Recirculate/Max, heat set to full warm, blower motor fan speed on high, and one window open approximately 12 mm (1/2 in). This cures the Cooling Coil Coating onto the evaporator core surface. 10. While the engine is running, rinse the applicator tool with warm water to prolong the life of the tool. Be sure to spray warm water through the nozzle to rinse out any residual Cooling Coil Coating still in the capillary pick up tube, otherwise it will dry and clog the applicator tool. Also remove the small green valve from the bottle cap and rinse it thoroughly while rolling it between two fingers and then reinstall it. If this valve is clogged , the Cooling Coil Coating will not flow through the applicator tool. 11. Shut off the engine and enable the compressor again. 12. Verify proper HVAC system operation. 13. Remove the protective cover from inside the vehicle. 14. Remove the drain pan from underneath the vehicle. 15. Reinstall the cabin air filter if necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System > Page 9673 Parts Information Important The Cooling Coil Coating listed below is the only GM approved product for use under warranty as an evaporator core disinfectant and for the long term control of evaporator core microbial growth. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Specifications > Mechanical Specifications Evaporator Core: Mechanical Specifications Evaporator Core Screws ..................................................................................................................... ...................................................... 10 N.m (89 lb in) Heater Core Shroud Screws ............................. ............................................................................................................................................. 1 N.m (9 lb in) Heater Core Screws ............................................................................................................................ .......................................................... 1 N.m (9 lb in) Heater Core Cover Screws .................................................................................................................. .......................................................... 1 N.m (9 lb in) Heater Outlet Screws .......................................................................................................................... .......................................................... 1 N.m (9 lb in) Evaporaor Seal Plate Nuts .................................................................................................................. ........................................................ 3 N.m (27 lb in) Evaporator Block Fitting Nut ................................................................................................................ .................................................... 25 N.m (18 lb ft) Negative Battery Cable Bolt ................................................................................................................ ...................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Specifications > Mechanical Specifications > Page 9676 Evaporator Core: Capacity Specifications The A/C system requires 240 ml (8 fl. oz.) of Polyalkylene Glycol (PAG) refrigerant oil. NOTE: Always refer to underhood label as your primary specification resource. Polyalkylene glycol (PAG) refrigerant oil must be added to the system when components are replaced, as follows: 1. All Compressors (drain and measure the oil). a Drain oil out both the suction and discharge ports of the replacement as well as the old compressor. b. Remove compressor crankcase drain bolt and drain oil from compressor crankcase. - If less than 30 ml (1 oz.) is drained - add 60 ml (2 oz.) to the new compressor. - If more than 30 ml (1 oz.) is drained - add same amount that was drained to the new compressor. c. Install compressor crankcase drain bolt. - Tighten compressor crankcase bolt to 20 N.m (15 lbs. ft.). - Up to 120 ml (4 fluid ounces) of oil can collect in the crankcase. Therefore, it is important when replacing a compressor that the oil in the old compressor crankcase be drained and measured (discard the old oil after recording the amount). 2. Receiver Dehydrator ^ Add 105 ml (3.5 oz.) to receiver dehydrator. 3. Evaporator ^ Add 90 ml (3 oz.) oil. 4. Condenser ^ Add 30 ml (1 oz.) oil. 6. Refrigerant oil loss due to a large leak: ^ If the refrigerant charge is abruptly lost due to a large refrigerant leak, approximately 90 ml (3 oz.) of refrigerant oil will be carried out of the system with the refrigerant. Any failure that causes an abrupt refrigerant discharge will experience this oil loss. Failures that allow the refrigerant to seep or bleed off over time do not experience this oil loss. ^ Upon replacement of a component which caused a large refrigerant leak, add 90 ml (3 oz.) of new polyalkylene glycol (PAG) refrigerant oil plus: the required amount of oil for the particular component (as outlined above). NOTE: Add the oil directly to the replaced component if possible. If the oil cannot easily be added to the replaced part, add the oil to the receiver dehydrator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Specifications > Page 9677 HVAC Module Cut Away View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Specifications > Page 9678 Evaporator Core: Description and Operation The evaporator is a device which cools and dehumidifies the air before it enters the passenger compartment. High-pressure liquid refrigerant flows through the expansion tube, becomes a low-pressure liquid, and then enters the evaporator. The heat in the air passing through the evaporator core is transferred to the cooler surface of the core, thereby cooling the air. As the process of heat transfer from the air to the evaporator core surface is taking place, any moisture (humidity) in the air condenses on the outside surface of the evaporator core and is drained off as water. The evaporator is located inside the HVAC module at the front of dash. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Specifications > Page 9679 Evaporator Core: Service and Repair Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Specifications > Page 9680 HVAC Module Cut Away View Tool Required: J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Remove or Disconnect 1. Negative battery cable. 2. Recover refrigerant. Refer to Recovery. 3. Drain cooling system. 5. Evaporator block fitting from the evaporator and discard sealing washers. 6. Evaporator seal plate from front of dash. 7. Moisture drain tube from module. 8. instrument Panel and Console. 9. Heater outlet. 10. Heater core cover ^ There is a mounting screw located in a recess in the center of the cover 11. Heater core mounting clamps and heater core. 12. Heater core shroud. ^ There is a mounting screw located at the middle of the front of dash. 13. Evaporator core. Install or Connect ^ Refer to Refrigerant Oil Distribution if installing a new evaporator. 1. Evaporator core. Tighten ^ Screws to 10 N.m (89 lb in). 2. Heater core shroud. Tighten ^ Screws to 1 N.m (9 lb in). 3. Heater core mounting clamps and heater core. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Specifications > Page 9681 Tighten ^ Screws to 1 N.m (9 lb in). 4. Heater core cover. Tighten ^ Screws to 1 N.m (9 lb in). 5. Heater outlet. Tighten ^ Screws to 1 N.m (9 lb in). 6. Instrument Panel and Console. 7. Moisture drain tube. 8. Evaporator seal plate. Tighten ^ Nuts to 3 N.m (27 lb in). 9. Evaporator block fitting to the evaporator using new sealing washers. Tighten ^ Nut to 25 N.m (18 lb ft). 10. Heater hoses to heater core. 11. Refill cooling system. 12. Evacuate and recharge A/C system. Refer to Evacuation. 13. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Expansion Block/Orifice Tube > Component Information > Specifications Expansion Block/Orifice Tube: Specifications Evaporator Tube to Condenser Bolt .......................................................................................................................................................... 25 N.m (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Expansion Block/Orifice Tube > Component Information > Specifications > Page 9685 Expansion Block/Orifice Tube: Locations A/C System Plumbing The expansion tube or orifice tube is located at the condenser to evaporator tube connection in the evaporator tube. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Expansion Block/Orifice Tube > Component Information > Specifications > Page 9686 Expansion Block/Orifice Tube: Description and Operation Expansion Tube The expansion tube is a plastic assembly containing a fixed diameter tube with a mesh filter screen at either end. It is located in the evaporator inlet tube. The fixed diameter expansion tube creates a restriction to the high-pressure liquid refrigerant in the liquid tube, metering the flow of refrigerant to the evaporator as a low-pressure liquid. When the engine is turned OFF with the A/C system operating, the refrigerant in the system will flow from the high-pressure side of the expansion tube (orifice) to the low-pressure side until the pressure is equalized. This may be detected as a faint sound of liquid flowing (hissing) for 30 to 60 seconds and is a normal condition. When system diagnostics indicate a restricted expansion tube, it may not be necessary to replace it. Metal chips, flakes or slivers found on the screen may be removed with compressed air and the expansion tube may be reused if: ^ The plastic frame is not broken. ^ The brass expansion tube is not damaged or plugged. ^ The screen material is not torn. ^ The screen is not plugged with fine gritty material. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Expansion Block/Orifice Tube > Component Information > Specifications > Page 9687 Expansion Block/Orifice Tube: Service and Repair A/C System Plumbing The expansion tube or orifice tube is located at the condenser to evaporator tube connection in the evaporator tube. Important ^ Different designs and colors or orifice tubes may have been used in past production vehicles. When replacing an orifice tube, compare its DESIGN to the replacement part for correct orifice tube selection. The different styles of orifice tubes ARE NOT INTERCHANGEABLE. Tool Required: ^ J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Remove or Disconnect 1. Recover refrigerant. Refer to Recovery. 2. Raise vehicle. 3. Connection at condenser. Discard O-ring seals. 4. Evaporator tube from condenser. 5. Carefully remove the expansion tube with needle-nose pliers, or J 26549-E. In the event that difficulty is encountered during the removal of a restricted or plugged expansion tube (orifice tube), the following procedure is recommended: Important ^ Remove as much of any impacted residue as possible. ^ Carefully apply heat with heat gun (hair dryer, epoxy dryer or equivalent) approximately 7 mm (1/4 inch) from dimples on inlet pipe. Do not overheat pipe. ^ While applying heat, use expansion tube removal tools or J 26549-E to grip the expansion tube. Use a turning motion along with a push-pull motion to loosen and remove to the impacted expansion tube. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Expansion Block/Orifice Tube > Component Information > Specifications > Page 9688 Install or Connect 1. New expansion tube. 2. Evaporator tube to condenser. 3. Using new O-ring seals, assemble evaporator tube/condenser connection. Tighten ^ Bolt to 25 N.m (18 lb ft). 4. Lower vehicle. 5. Evacuate and charge the system. Refer to Evacuation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators Heater Core: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 9693 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 9694 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Technical Service Bulletins > Page 9695 Heater Core: Specifications Heater Core and Heater Core Mounting Screws ............................................................................................................................................ 1 N.m (9 lb in) Heater Core Cover Screws .................................................................................................................. .......................................................... 1 N.m (9 lb in) Heater Core Outlet Screws .................................................................................................................. .......................................................... 1 N.m (9 lb in) Negative Battery Cable Bolt ................................................................................................................ ...................................................... 16 N.m (12 lb ft) Seal Plate Nuts .................................................................................................................................... ......................................................... 3 N.m (27 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Technical Service Bulletins > Page 9696 Heater Core: Locations Heater And A/C Module (2 Of 2) HVAC Module Cut Away View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Technical Service Bulletins > Page 9697 Heater Core: Service and Repair Heater And A/C Module (2 Of 2) HVAC Module Cut Away View Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Technical Service Bulletins > Page 9698 Remove or Disconnect 1. Negative battery cable. 2. Drain cooling system. 3. Heater hoses from heater core and moisture drain tube. 4. Instrument Panel and console. 5. Heater outlet. 6. Heater core cover. ^ There is a mounting screw located in a recess in the center of the cover 7. Heater core mounting clamps and heater core. Install or Connect 1. Heater core and heater core mounting clamps. Tighten ^ Screws to 1 Nm (9 lb in). 2. Heater core cover. Tighten ^ Screws to 1 Nm (9 lb in). 3. Heater core outlet. Tighten ^ Screws to 1 Nm (9 lb in). 4. Instrument Panel and Console. 5. Heater hoses to heater core and moisture drain tube. 6. Fill cooling system. 7. Negative battery cable. Tighten ^ Bolt to 16 Nm (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Hose > Component Information > Specifications > Thermostat Bypass Pipe (Heater Outlet) Heater Hose: Specifications Thermostat Bypass Pipe (Heater Outlet) Retaining Nut ....................................................................................................................................... ...................................................... 25 N.m (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Hose > Component Information > Specifications > Thermostat Bypass Pipe (Heater Outlet) > Page 9703 Heater Hose: Specifications Heater Inlet Pipe Inlet Pipe Nut ....................................................................................................................................... ...................................................... 25 N.m (18 lb ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Hose > Component Information > Locations > Heater Hoses Heater Hoses Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Hose > Component Information > Locations > Heater Hoses > Page 9706 Heater Inlet Pipe Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Hose > Component Information > Locations > Heater Hoses > Page 9707 Thermostat Bypass/Heater Outlet Pipe Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Hose > Component Information > Service and Repair > Heater Hoses Heater Hose: Service and Repair Heater Hoses Heater Hoses Check all heater hose routing for installation to avoid contact with any obstruction that could result in a damaged hose. Some hoses are equipped with conduit in areas where rubbing may occur. Always reinstall conduit and heat sleeving in the same location when replacing a hose. when servicing a heater hose with a quick connect assembly, REPLACEMENT OF THE RETAINER IS RECOMMENDED. Remove or Disconnect 1. Drain engine coolant. 2. Heater hoses from heater pipes by squeezing tabs on quick connects. 3. Heater hoses from heater core. Install or Connect 1. Heater hoses to heater core. 2. Heater hoses to heater pipe quick connects, pull to verify connection. 3. Refill engine coolant. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Hose > Component Information > Service and Repair > Heater Hoses > Page 9710 Heater Hose: Service and Repair Heater Inlet Pipe Heater Inlet Pipe Check all heater hose routing for installation to avoid contact with any obstruction that could result in a damaged hose. Some hoses are equipped with conduit in areas where rubbing may occur. Always reinstall conduit and heat sleeving in the same location when replacing a hose. when servicing a heater hose with a quick connect assembly, REPLACEMENT OF THE RETAINER IS RECOMMENDED. Remove or Disconnect 1. Drain cooling system. 2. Heater inlet pipe retaining nut on cylinder head (Behind exhaust crossover pipe). 3. Heater hose to heater inlet pipe by squeezing tabs on quick connect. 4. Heater inlet pipe from engine fitting by squeezing tabs on quick connect. 5. Heater inlet pipe. Install or Connect 1. Heater inlet pipe to engine, pull to verify connection. 2. Heater inlet pipe retaining nut. Tighten ^ Nut to 25 N.m (18 lb ft). 3. Heater hose to heater inlet pipe, pull to verify connection 4. Refill coolant system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Hose > Component Information > Service and Repair > Heater Hoses > Page 9711 Heater Hose: Service and Repair Quick Connect Retainer The quick connect retainer is located on the end of the heater outlet pipe on 2.4L applications and on both the inlet and outlet pipes on 3.1L applications. The quick connect retainer can be removed from the heater pipe and replaced if necessary. WHENEVER THE HEATER HOSE QUICK CONNECT IS DISCONNECTED, RETAINER REPLACEMENT IS RECOMMENDED. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Hose > Component Information > Service and Repair > Heater Hoses > Page 9712 Heater Hose: Service and Repair Thermostat Bypass Pipe (Heater Outlet) Thermostat Bypass/Heater Outlet Pipe Check all heater hose routing for installation to avoid contact with any obstruction that could result in a damaged hose. Some hoses are equipped with conduit in areas where rubbing may occur. Always reinstall conduit and heat sleeving in the same location when replacing a hose. when servicing a heater hose with a quick connect assembly, REPLACEMENT OF THE RETAINER IS RECOMMENDED. Remove or Disconnect 1. Drain cooling system. 2. Thermostat bypass hose from intake manifold pipe. 3. Retaining nuts on exhaust manifold. 4. Air Inlet assembly. 5. Outlet pipe retaining nut on cylinder head (Behind exhaust crossover pipe). 6. Heater hose from outlet pipe by squeezing tabs on quick connect. 7. Throttle body hoses from outlet pipe. 8. Radiator hose from thermostat housing. 9. Outlet pipe assembly. Install or Connect 1. Outlet pipe assembly. 2. Radiator hose to thermostat housing. 3. Throttle body hoses to outlet pipe 4. Outlet pipe retaining nut (Hand tighten at this point). 5. Thermostat bypass hose to intake manifold pipe. 6. Tighten retaining nut. Tighten ^ Nut to 25 Nm (18 lb ft) 7. Heater hose to outlet pipe. Pull to verify connection 8. Air Inlet assembly. 9. Fill cooling system and check for leaks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > High Pressure Safety Valve HVAC > Component Information > Specifications High Pressure Safety Valve HVAC: Specifications Pressure relief valve ............................................................................................................................ ................................................... 9.0 N.m (6.1 lbs.ft.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > High Pressure Safety Valve HVAC > Component Information > Specifications > Page 9716 V5 Compressor Rear Head Details Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > High Pressure Safety Valve HVAC > Component Information > Description and Operation > Pressure Relief Valve High Pressure Safety Valve HVAC: Description and Operation Pressure Relief Valve The compressor is equipped with a pressure relief valve which is placed in the system as a safety factor. Under certain conditions, the refrigerant on the discharge side may exceed the designed operating pressure. To prevent system damage, the valve is designed to open automatically when high side pressure exceeds a specified amount. Conditions that might cause this valve to open (defective A/C pressure sensor, inoperative electric cooling fan, etc.) should be corrected, and the refrigerant oil and refrigerant should be replaced as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > High Pressure Safety Valve HVAC > Component Information > Description and Operation > Pressure Relief Valve > Page 9719 High Pressure Safety Valve HVAC: Description and Operation Refrigeration System PRESSURE RELIEF VALVE The compressor is equipped with a pressure relief valve which is placed in the system as a safety factor. Under certain conditions, the refrigerant on the discharge side may exceed the designed operating pressure. To prevent system damage, the valve is designed to open automatically when high side pressure exceeds a specified amount. Conditions that might cause this valve to open (defective A/C pressure sensor, inoperative electric cooling fan, etc.) should be corrected, and the refrigerant oil and refrigerant should be replaced as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > High Pressure Safety Valve HVAC > Component Information > Description and Operation > Page 9720 High Pressure Safety Valve HVAC: Service and Repair V5 Compressor Rear Head Details Remove or Disconnect 1. Recover refrigerant using J 39500-GM. 2. Remove old pressure relief valve. Install or Connect 1. Clean valve seat area on rear head. 2. Lubricate O-ring of new pressure relief valve and O-ring assembly with new 525 viscosity refrigerant oil. Install new valve and torque in place, 9.0 N.m (6.1 lbs.ft.). 3. Evacuate and recharge the system. 4. Leak test system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Specifications > Compressor/Condenser Hose Hose/Line HVAC: Specifications Compressor/Condenser Hose Bolt ...................................................................................................................................................... ....................................................... 33 N.m (24 lb ft) Nut .................................................................... ......................................................................................................................................... 24 N.m (18 lb ft) Nut ............................................................................................................................................... .............................................................. 25 N.m (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Specifications > Compressor/Condenser Hose > Page 9725 Hose/Line HVAC: Specifications Evaporator Tube (Evaporator to Condenser) Bolt ...................................................................................................................................................... ....................................................... 25 N.m (18 lb ft) Nut .................................................................... ......................................................................................................................................... 25 N.m (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Specifications > Compressor/Condenser Hose > Page 9726 Hose/Line HVAC: Specifications Suction Tube (Evaporator to Accumulator) Nut, Evap-accumulator ........................................................................................................................ .................................................... 23.5 N.m (17 lb ft) Nut, Block fitting ................................................ ....................................................................................................................................... 25 N.m (18 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Locations > Compressor/Condenser Hose Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Locations > Compressor/Condenser Hose > Page 9729 A/C System Plumbing Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Locations > Compressor/Condenser Hose > Page 9730 A/C System Plumbing Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose Hose/Line HVAC: Service and Repair Compressor/Condenser Hose Compressor/Condenser Hose Assembly A/C System Plumbing Tool Required: J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose > Page 9733 Remove or Disconnect 1. Recover refrigerant. Refer to Recovery. 2. Discharge tube from condenser and switch connection on discharge tube. 3. Raise vehicle. 4. Right front tire/wheel and lower closeout panel. 5. Partially remove splash shield from fascia. 6. Suction hose (accumulator to compressor) at accumulator. 7. Block fitting at the rear head of the compressor. 8. Compressor/condenser hose assembly. Important ^ Remove and discard all used O-ring seals and sealing washers. Install or Connect 1. Compressor/condenser hose assembly. 2. Block fitting at the rear head of the compressor. Tighten ^ Bolt to 33 N.m (24 lb ft). 3. Suction hose (accumulator to compressor) at accumulator. Tighten ^ Nut to 24 N.m (18 lb ft). 4. Splash shield to fascia. 5. Right front tire/wheel and lower closeout panel. 6. Lower vehicle. Tighten ^ Nut to 25 N.m (18 lb ft). 7. Discharge tube to condenser, switch connection on discharge tube. 8. Evacuate and charge A/C system. Refer to Evacuation. 9. Check system operation and leak test. Refer to Refrigerant Leak Testing. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose > Page 9734 Hose/Line HVAC: Service and Repair Evaporator Tube (Evaporator to Condenser) A/C System Plumbing Tool Required: J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Remove or Disconnect 1. Recover refrigerant. Refer to Recovery. 2. Block fitting from the evaporator and discard the O-ring seals. 3. Raise vehicle. 4. Connection at the condenser and discard the O-ring seal. 5. Right front tire/wheel. 6. Splash shield from fascia. 7. Brake tube retainer from vehicle and position aside. 8. Evaporator tube from retaining clip on the body side rail. 9. Evaporator tube. Install or Connect 1. Evaporator tube. 2. Evaporator tube to retaining clip on the body side rail 3. Brake tube retainer to vehicle. 4. Splash shield. 5. Right front tire/wheel. 6. Connection at the condenser and O-ring seal. Tighten Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose > Page 9735 ^ Bolt to 25 N.m (18 lb ft). 7. Lower vehicle. 8. Block fitting to the evaporator and O-ring seals. Tighten ^ Nut to 25 N.m (18 lb ft). 9. Evacuate and charge A/C system. Refer to Evacuation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose > Page 9736 Hose/Line HVAC: Service and Repair Suction Tube (Evaporator to Accumulator) A/C System Plumbing Tool Required: J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Remove or Disconnect 1. Recover refrigerant. 2. Block fitting at the evaporator. 3. Raise vehicle. 4. Right front tire/wheel. 5. Partially remove splash shield from fascia. 6. Suction tube (evaporator to accumulator) at accumulator. 7. Suction Tube. Important ^ Remove and discard all used O-ring seals and sealing washers. Install or Connect 1. Suction Tube. 2. Suction tube (evaporator to accumulator) to accumulator. Tighten ^ Nut to 23.5 N.m (17 lb ft). 3. Splash shield to fascia. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Hose/Line HVAC > Component Information > Service and Repair > Compressor/Condenser Hose > Page 9737 4. Right front tire/wheel. 5. Lower vehicle. 6. Block fitting to the evaporator. Tighten ^ Nut to 25 N.m (18 lb ft). 7. Evacuate and charge A/C system. Refer to Evacuation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Housing Assembly HVAC > Component Information > Specifications Housing Assembly HVAC: Specifications Blower Motor To Module Nuts ............................................................................................................. ..................................................... 3 N.m (27 lb in) Evaporator Seal Plate Nuts ................................................................................................................. ........................................................ 3 N.m (27 lb in) Block fitting nut .................................................................................................................................... ..................................................... 25 N.m (18 lb ft) Wiring Harness to Module Nuts ........................................................................................................... ...................................................... 3 N.m (27 lb in) Heater Core Seal Plate Nuts ............................... ......................................................................................................................................... 3 N.m (27 lb in) Negative Battery Cable Bolt ................................................................................................................ ...................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Housing Assembly HVAC > Component Information > Specifications > Page 9741 Housing Assembly HVAC: Locations Rear Floor Heat Duct HVAC Module To Dash Panel Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Housing Assembly HVAC > Component Information > Diagrams > HVAC Module Housing Assembly HVAC: Diagrams HVAC Module Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Housing Assembly HVAC > Component Information > Diagrams > HVAC Module > Page 9744 Heater And A/C Module (2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Housing Assembly HVAC > Component Information > Diagrams > HVAC Module > Page 9745 Heater And A/C Module (Part 1 0f 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Housing Assembly HVAC > Component Information > Diagrams > Page 9746 Housing Assembly HVAC: Service and Repair HVAC Module To Dash Panel Tool Required: ^ J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System Remove or Disconnect 1. Negative battery cable. 2. Drain cooling system. 3. Recover refrigerant. Refer to Recovery. 4. Heater hoses at the heater core. 5. Heater core seal plate from the front of dash. 6. Evaporator drain tube from module. 7. Evaporator block fitting from evaporator. 8. Evaporator seal plate from the front of dash. 9. Instrument Panel and Instrument Panel Tie Bar. 10. Flexible floor air duct from module. 11. Wiring harness from module. 12. Electrical connections at blower motor and blower resistor. 13. Module from the vehicle. Install or Connect 1. Module to vehicle. Tighten ^ Nuts to 3 N.m (27 lb in). 2. Electrical connections at blower motor and blower resistor. 3. Wiring harness to module. 4. Flexible floor air duct to module. 5. Instrument Panel Tie Bar and Instrument Panel. 6. Evaporator seal plate to the front of dash. Tighten ^ Nuts to 3 N.m (27 lb in). 7. Evaporator block fitting to evaporator. Tighten ^ Block fitting nut to 25 N.m (18 lb ft). 8. Evaporator drain tube to module. 9. Heater core seal plate to the front of dash. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Housing Assembly HVAC > Component Information > Diagrams > Page 9747 Tighten ^ Nuts to 3 N.m (27 lb in). 10. Heater hoses to the heater core. 11. Evacuate and recharge A/C system. Refer to Evacuation. 12. Refill cooling system. 13. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment > Page 9752 Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment > Page 9753 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment > Page 9754 Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recharge Equipment File In Section: 01 - HVAC Bulletin No.: 99-01-38-006A Date: May, 2000 WARRANTY ADMINISTRATION Subject: J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment Models: 1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant This bulletin is being revised to change the effective date and to update the text. Please discard Corporate Bulletin Number 99-01-38-006 (Section 01 - HVAC). Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C system recovery and are reimbursable by GM. Additionally, GM highly recommends that J-43600 ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs. Important: Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours for front systems and 0.7 hours for front/rear dual systems (RPO C69 or C34). After June 1, 2000, all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for "labor hours excessive". After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot of the air conditioning system operating data. The snapshot includes: ^ Maximum high side pressure. ^ Minimum low side pressure. ^ Duct outlet temperatures (2). ^ Refrigerant purity information. This information is captured on a paper printout and in a warranty code. For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order. The warranty code must be submitted in the warranty claim information in the comments field. The code enables the reporting of valuable information about the repair to GM for product quality improvement. Claims submitted without this information may be subject to review and subsequent debit. The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing recovery/recycle equipment that GM dealers are currently using. GM recognizes that many of the previously essential ACR4's are reaching the end of their useful life. There are several alternatives for existing equipment that may be considered: ^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair area. ^ Use the existing equipment as a scavenger unit for contaminated A/C systems. ^ Sell the existing units to repair facilities outside the GM dealer network. ^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the equipment. ^ Donate the existing equipment to local technical schools. ^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment > Page 9755 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Specifications > Capacity Specifications Refrigerant: Capacity Specifications Refrigerant Capacity ............................................................................................................................ .................................................... 0.79 kg. (1.75 lbs.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Specifications > Capacity Specifications > Page 9758 Refrigerant: Fluid Type Specifications Refrigerant Type R-134a GM P/N 12345922 Or Equivalent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Specifications > Page 9759 Refrigerant: Description and Operation The air conditioning system contains Refrigerant-134a (R-134a), which requires special handling to avoid personal injury. Refer to Handling Refrigerant. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Oil > Component Information > Technical Service Bulletins > A/C - New PAG Oil Refrigerant Oil: Technical Service Bulletins A/C - New PAG Oil Bulletin No.: 02-01-39-004B Date: November 16, 2005 INFORMATION Subject: New PAG Oil Released Models: 2006 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Built With R-134a Refrigeration System All Air Conditioning Compressor Types (Excluding R4 and A6 Type Compressors) Supercede: This bulletin is being revised to change the PAG oil part number used for R4 and A6 compressors with R-134a refrigerant systems. Please discard Corporate Bulletin Number 02-01-39-004A (Section 01 - HVAC). All General Motors vehicles built with R-134a refrigerant systems shall now be serviced with GM Universal PAG Oil (excluding vehicles equipped with an R4 or A6 compressor). R4 and A6 compressors with R-134a refrigerant systems shall use PAG OIL, GM P/N 12356151 (A/C Delco part number 15-118) (in Canada, use P/N 10953486). Important: The PAG oil referenced in this bulletin is formulated with specific additive packages that meet General Motors specifications and use of another oil may void the A/C systems warranty. Use this new PAG oil when servicing the A/C system on the vehicles listed above. Oil packaged in an 8 oz tube should be installed using A/C Oil Injector, J 45037. Refer to the HVAC Section of Service Information for detailed information on Oil Balancing and Capacities. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Oil > Component Information > Specifications > Capacity Specifications Refrigerant Oil: Capacity Specifications The A/C system requires 240 ml (8 fl. oz.) of Polyalkylene Glycol (PAG) refrigerant oil. NOTE: Always refer to underhood label as your primary specification resource. Polyalkylene glycol (PAG) refrigerant oil must be added to the system when components are replaced, as follows: 1. All Compressors (drain and measure the oil). a Drain oil out both the suction and discharge ports of the replacement as well as the old compressor. b. Remove compressor crankcase drain bolt and drain oil from compressor crankcase. - If less than 30 ml (1 oz.) is drained - add 60 ml (2 oz.) to the new compressor. - If more than 30 ml (1 oz.) is drained - add same amount that was drained to the new compressor. c. Install compressor crankcase drain bolt. - Tighten compressor crankcase bolt to 20 N.m (15 lbs. ft.). - Up to 120 ml (4 fluid ounces) of oil can collect in the crankcase. Therefore, it is important when replacing a compressor that the oil in the old compressor crankcase be drained and measured (discard the old oil after recording the amount). 2. Receiver Dehydrator ^ Add 105 ml (3.5 oz.) to receiver dehydrator. 3. Evaporator ^ Add 90 ml (3 oz.) oil. 4. Condenser ^ Add 30 ml (1 oz.) oil. 6. Refrigerant oil loss due to a large leak: ^ If the refrigerant charge is abruptly lost due to a large refrigerant leak, approximately 90 ml (3 oz.) of refrigerant oil will be carried out of the system with the refrigerant. Any failure that causes an abrupt refrigerant discharge will experience this oil loss. Failures that allow the refrigerant to seep or bleed off over time do not experience this oil loss. ^ Upon replacement of a component which caused a large refrigerant leak, add 90 ml (3 oz.) of new polyalkylene glycol (PAG) refrigerant oil plus: the required amount of oil for the particular component (as outlined above). NOTE: Add the oil directly to the replaced component if possible. If the oil cannot easily be added to the replaced part, add the oil to the receiver dehydrator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Oil > Component Information > Specifications > Capacity Specifications > Page 9766 Refrigerant Oil: Fluid Type Specifications Refrigerant Oil Type Polyalkylene Glycol (PAG) Synthetic Refrigerant Lubricant Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > A/C Pressure Transducer Refrigerant Pressure Sensor / Switch: Specifications A/C Pressure Transducer A/C Pressure Transducer .................................................................................................................... ......................................................... 5 N.m (44 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > A/C Pressure Transducer > Page 9771 Refrigerant Pressure Sensor / Switch: Specifications Pressure Sensor Pressure Sensor .................................................................................................................................. ......................................................... 5 N.m (44 lb in) Pressure Senso Bolt ............................................................................................................................ ....................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 9772 Refrigerant Pressure Sensor / Switch: Locations A/C System Plumbing Front Of Engine Compartment The A/C system has a pressure sensor mounted on the compressor/condenser hose assembly near the condenser connection. The sensor performs both low and high pressure cutout functions through an input to the PCM. No compressor mounted switches are used. The sensor is mounted on a service Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 9773 fitting and can be replaced without discharging the A/C system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 9774 A/C Refrigerant Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 9775 Refrigerant Pressure Sensor / Switch: Testing and Inspection A scan tool displays A/C refrigerant pressure in psi. The sensors range and corresponding display should be in the range 0 to 450 psi. A sensor or circuit problem should set DTC P0530. A poor ground at the sensor will result in a fixed high pressure value on the scan tool display. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Service and Repair > Pressure Sensor Refrigerant Pressure Sensor / Switch: Service and Repair Pressure Sensor A/C System Plumbing The A/C system has a pressure sensor mounted on the compressor/condenser hose assembly near the condenser connection. The sensor performs both low and high pressure cutout functions through an input to the PCM. No compressor mounted switches are used. The sensor is mounted on a service fitting and can be replaced without discharging the A/C system. Remove or Disconnect 1. Negative battery cable. 2. Electrical connection at the sensor 3. Pressure sensor and discard the O-ring seal. ^ The sensor is mounted on a service fitting; do not discharge the system. Install or Connect 1. New O-ring seal lubricated in clean 525 viscosity refrigerant oil. 2. Pressure sensor. Tighten ^ Sensor to 5 N.m (44 lb in). 3. Electrical connection at the sensor. 4. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Service and Repair > Pressure Sensor > Page 9778 Refrigerant Pressure Sensor / Switch: Service and Repair Schrader Valve A/C System Plumbing The Schrader valve is located under the A/C pressure sensor on the compressor discharge tube. Tools Required: ^ J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System ^ J 24182-2A Valve Core Remover/Installer Remove or Disconnect 1. Recover refrigerant. Refer to Recovery. 2. Harness from pressure sensor. 3. Pressure sensor from fitting. 4. Schrader valve from fitting. Install or Connect 1. New valve to fitting. 2. Pressure sensor to fitting. Tighten ^ Sensor to 5 N.m (44 lb in). 3. Harness to pressure sensor. 4. Recharge A/C system. Refer to Evacuation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations Blower Motor Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations Compressor Clutch Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Blower Motor Switch > Component Information > Specifications Blower Motor Switch: Specifications Control Assembly and Retainer Screws to .................................................................................................................................................. 2 N.m (18 lb in) Negative Battery Cable Bolt to ............................................................................................................ ...................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Blower Motor Switch > Component Information > Specifications > Page 9790 Blower Motor Switch: Service and Repair Remove or Disconnect 1. Negative battery cable. 2. Accessory trim plate. 3. Control assembly screws and pull control assembly away from the instrument panel. 4. Electrical connection. 5. Blower switch retaining screws and blower switch Install or Connect 1. Blower switch and retaining screws. Tighten ^ Screws, fully driven, seated and not stripped. 2. Electrical connection. 3. Control assembly and retaining screws. Tighten ^ Screws to 2 N.m (18 lb in). 4. Accessory trim plate. 5. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > A/C Pressure Transducer Refrigerant Pressure Sensor / Switch: Specifications A/C Pressure Transducer A/C Pressure Transducer .................................................................................................................... ......................................................... 5 N.m (44 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > A/C Pressure Transducer > Page 9795 Refrigerant Pressure Sensor / Switch: Specifications Pressure Sensor Pressure Sensor .................................................................................................................................. ......................................................... 5 N.m (44 lb in) Pressure Senso Bolt ............................................................................................................................ ....................................................... 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 9796 Refrigerant Pressure Sensor / Switch: Locations A/C System Plumbing Front Of Engine Compartment The A/C system has a pressure sensor mounted on the compressor/condenser hose assembly near the condenser connection. The sensor performs both low and high pressure cutout functions through an input to the PCM. No compressor mounted switches are used. The sensor is mounted on a service Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 9797 fitting and can be replaced without discharging the A/C system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 9798 A/C Refrigerant Pressure Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Specifications > Page 9799 Refrigerant Pressure Sensor / Switch: Testing and Inspection A scan tool displays A/C refrigerant pressure in psi. The sensors range and corresponding display should be in the range 0 to 450 psi. A sensor or circuit problem should set DTC P0530. A poor ground at the sensor will result in a fixed high pressure value on the scan tool display. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Service and Repair > Pressure Sensor Refrigerant Pressure Sensor / Switch: Service and Repair Pressure Sensor A/C System Plumbing The A/C system has a pressure sensor mounted on the compressor/condenser hose assembly near the condenser connection. The sensor performs both low and high pressure cutout functions through an input to the PCM. No compressor mounted switches are used. The sensor is mounted on a service fitting and can be replaced without discharging the A/C system. Remove or Disconnect 1. Negative battery cable. 2. Electrical connection at the sensor 3. Pressure sensor and discard the O-ring seal. ^ The sensor is mounted on a service fitting; do not discharge the system. Install or Connect 1. New O-ring seal lubricated in clean 525 viscosity refrigerant oil. 2. Pressure sensor. Tighten ^ Sensor to 5 N.m (44 lb in). 3. Electrical connection at the sensor. 4. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Service and Repair > Pressure Sensor > Page 9802 Refrigerant Pressure Sensor / Switch: Service and Repair Schrader Valve A/C System Plumbing The Schrader valve is located under the A/C pressure sensor on the compressor discharge tube. Tools Required: ^ J 39500 R-134a Refrigerant Recovery, Recycling, and Recharging (ACR4) System ^ J 24182-2A Valve Core Remover/Installer Remove or Disconnect 1. Recover refrigerant. Refer to Recovery. 2. Harness from pressure sensor. 3. Pressure sensor from fitting. 4. Schrader valve from fitting. Install or Connect 1. New valve to fitting. 2. Pressure sensor to fitting. Tighten ^ Sensor to 5 N.m (44 lb in). 3. Harness to pressure sensor. 4. Recharge A/C system. Refer to Evacuation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Service Port HVAC > Component Information > Locations A/C System Plumbing Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Vacuum Harness HVAC > Component Information > Locations Vacuum Harness HVAC: Locations HVAC Vacuum Hoses And Actuators Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Vacuum Harness HVAC > Component Information > Locations > Page 9809 Heater And A/C Module (Part 1 0f 2) The vacuum hose harness is located under the instrument panel. One end of the harness attaches to the HVAC control assembly mode switch with one 6-way molded connector. Another end of the harness attaches to the HVAC control assembly recirculation solenoid with one 2-way molded connector. The rest of the harness attaches to the vacuum actuators and to the vacuum tank. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Vacuum Harness HVAC > Component Information > Locations > Page 9810 Vacuum Harness HVAC: Service and Repair HVAC Vacuum Hoses And Actuators The vacuum hose harness is located under the instrument panel. One end of the harness attaches to the HVAC control assembly mode switch with one 6-way molded connector. Another end of the harness attaches to the HVAC control assembly recirculation solenoid with one 2-way molded connector. The rest of the harness attaches to the vacuum actuators and to the vacuum tank. Remove or Disconnect 1. Negative battery cable. 2. Instrument Panel. 3. Air distribution ducts as necessary. 4. Vacuum hoses at the vacuum actuators, vacuum tank and HVAC control. Install or Connect 1. Vacuum hoses to the vacuum actuators, vacuum tank and HVAC control. 2. Air distribution ducts as necessary. 3. Instrument panel. 4. Negative battery cable. Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Vacuum Reservoir HVAC > Component Information > Specifications Vacuum Reservoir HVAC: Specifications Screw ................................................................................................................................................... .......................................................... 1 N.m (9 lb in) Negative Battery Cable Bolt .............................. ........................................................................................................................................ 16 N.m (12 lb ft) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Vacuum Reservoir HVAC > Component Information > Specifications > Page 9814 Vacuum Reservoir HVAC: Locations Heater And A/C Module (Part 1 0f 2) The vacuum tank is located on top of the HVAC module. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Vacuum Reservoir HVAC > Component Information > Specifications > Page 9815 Vacuum Reservoir HVAC: Service and Repair Heater And A/C Module (Part 1 0f 2) The vacuum tank is located on top of the HVAC module. During heavy acceleration the vacuum supply from the intake manifold drops. Under load conditions a check valve in the vacuum tank maintains vacuum so that it will be available for continuous use by the vacuum operated actuators. Remove or Disconnect 1. Negative battery cable. 2. Instrument Panel. 3. Air distribution ducts. 4. Vacuum hoses from tank. 5. Vacuum tank from module. Install or Connect 1. Vacuum tank. 2. Vacuum hoses to tank. 3. Air distribution ducts. 4. Instrument Panel. 5. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Vacuum Reservoir HVAC > Component Information > Specifications > Page 9816 Tighten ^ Bolt to 16 N.m (12 lb ft). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming Air Bag(s) Arming and Disarming: Service and Repair Air Bag Disarming and Arming Disabling the SIR System Description Description REMOVE OR DISCONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 9823 ^ Turn the steering wheel to the straight ahead position. ^ Remove the key from the ignition switch. 1. The AIR BAG fuse from the I/P fuse block. 2. The I/P insulator left side. 3. The Connector Position Assurance (CPA) and the driver yellow 2-way connector located at the base of the steering column. 4. The I/P compartment door. 5. The Connector Position Assurance (CPA) and the passenger yellow 2-way connector located behind the I/P compartment door. IMPORTANT With the AIR BAG fuse removed and the ignition switch in the RUN position, the AIR BAG warning lamp Illuminates. This is normal operation and does not indicate a SIR system malfunction. Enabling the SIR System Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 9824 Description INSTALL OR CONNECT ^ Remove the key from the ignition switch. 1. Passenger yellow 2-way connector and the CPA located behind the Instrument panel compartment. 2. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Console. 3. Driver yellow 2-way connector and the CPA located at the base of the steering column. 4. Instrument Cluster insulator (left side). Refer to instrument panel in Instrument Panel, Gauges and Console. 5. The AIR BAG Fuse to the LH I/P Bussed Electrical Center (LH I/P BEC). Refer to Power Distribution in Diagrams. ^ Staying well away from both air bags, turn the ignition switch to the RUN position. Verify that the AIR BAG warning lamp flashes seven times and then stays off. If the AIR BAG warning lamp does not operate as described, perform the SIR DIAGNOSTIC SYSTEM CHECK. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 9825 Air Bag(s) Arming and Disarming: Service and Repair General Service Precautions CAUTION: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Use the following procedure to temporarily disable the I/P system. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. The inflatable restraint sensing and diagnostic module maintains a reserve energy supply. When the vehicle power is insufficient to cause deployment of the air bags, the reserve energy supply provides the deployment power. Deployment power is available for as much as 10 minutes after disconnecting the vehicle power by any of the following methods: ^ You turn off the ignition switch. ^ You remove the fuse that provides power to the inflatable restraint sensing and diagnostic module. ^ You disconnect the vehicle battery from the vehicle electrical system. Disabling the SIR System prevents deploying of the air bags from the reserve energy supply power. Refer to Disabling the SIR System. See: Air Bag Disarming and Arming/Disabling the SIR System Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Recalls: > NHTSA97V107000 > Jun > 97 > Recall 97V107000: Air Bag Module Inspection Air Bag: Recalls Recall 97V107000: Air Bag Module Inspection The fasteners that secure the passenger side air bag module to the instrument panel tie bar were omitted. If the air bag deploys, the module could separate from the instrument panel striking and injuring an occupant. Dealers will inspect the air bag module for the presence of the fasteners and,if necessary, install any fasteners that may have been omitted. Owner Notification: Owner notification will begin during July 1997. Owners who take their vehicles to an authorized dealer on an agreed upon service date and do not receive the free remedy within a reasonable time should contact Chevrolet at 1-800-222-1020. Also contact the National Highway Traffic Safety Administration's Auto Safety Hotline at 1-800-424-9393. 1997 CHEVROLET MALIBU Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag: > NHTSA97V107000 > Jun > 97 > Recall 97V107000: Air Bag Module Inspection Air Bag: All Technical Service Bulletins Recall 97V107000: Air Bag Module Inspection The fasteners that secure the passenger side air bag module to the instrument panel tie bar were omitted. If the air bag deploys, the module could separate from the instrument panel striking and injuring an occupant. Dealers will inspect the air bag module for the presence of the fasteners and,if necessary, install any fasteners that may have been omitted. Owner Notification: Owner notification will begin during July 1997. Owners who take their vehicles to an authorized dealer on an agreed upon service date and do not receive the free remedy within a reasonable time should contact Chevrolet at 1-800-222-1020. Also contact the National Highway Traffic Safety Administration's Auto Safety Hotline at 1-800-424-9393. 1997 CHEVROLET MALIBU Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure Air Bag: All Technical Service Bulletins Air Bag - Module Shipping/Return Procedure File In Section: 9 - Accessories Bulletin No.: 31-90-04A Date: September, 1996 Subject: Supplemental Inflatable Restraint (SIR) Module Shipping/Return Procedure Models: 1993-97 Passenger Cars and Trucks - Equipped with Supplemental Inflatable Restraint (SIR) Modules EXCEPT THE MODELS AND YEARS AS LISTED This bulletin is being revised to update the: models and years affected, the contact telephone numbers and the hazardous classification rating. Various areas of the text and the attachments have also been revised. Please discard Corporate Bulletin Number 319004 (Group Reference Accessories). This bulletin outlines the return procedure for undeployed Supplemental Inflatable Restraint (SIR) modules. Undeployed SIR modules in all vehicles (except models indicated), removed for warranty purposes, are to be returned to Delphi Interior and Lighting Systems, General Motors Corporation. This bulletin outlines procedures that all dealers must follow for shipping undeployed airbag modules. This bulletin is in effect and should be retained at all times at the dealership until superseded by a subsequent bulletin. This return program does NOT apply to dealers in Alaska, Hawaii, US Territories, and foreign countries. SIR modules replaced outside the continental United States should be deployed and disposed of following the procedure outlined in Corporate Bulletin Number 319003R. All other modules (i.e., out of warranty or car scrapped) should be disposed of per Corporate Bulletin Number 319003R. Important: If a vehicle is the subject of a Preliminary Investigation (GM-1241), DO NOT ALTER the SIR system until cleared by the Zone Service Representative. An SIR module returned following a 1241 investigation must be clearly designated by: 1. Indicating on the REPAIR ORDER copy inside the box "SUBJECT TO 1241". 2. Indicating the VIN and vehicle owner on the REPAIR ORDER. 3. Sending photocopies of the REPAIR ORDER to: a. The appropriate Zone service Representative b. Cigna Company GM Central Claims Unit 485 W. Milwaukee Suite 690 Detroit, MI 48202 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9843 Mailing Address: P.O. Box 02489, Detroit, MI 48202 Questions related to handling of 1241 associated SIR modules may be answered by calling: Cigna Company - GM Central Claims Unit, 1-800-888-1491. The U.S. Department of Transportation (DOT) Hazardous Materials Regulations classify SIR modules as the following: ^ Proper Shipping Name: Air Bag Modules ^ Hazardous Class: Class 9 - Air Bag Failure to comply with DOT regulations will result in civil penalties of up to $10,000 per violation or criminal penalties of up to $25,000 per violation and imprisonment. Return Procedure for Supplemental Inflatable Restraint Modules (Undeployed Modules Only) All undeployed SIR modules in all vehicles (except as indicated in the models section of this bulletin), removed for warranty purposes, are to be returned to Delphi Interior and Lighting Systems, General Motors. The following procedure should be followed when returning SIR modules from any location within the continental United States. 1. Packaging Requirements Return undeployed SIR modules in the same carton that was received with the new replacement module. Do not use any carton that has been damaged to the extent that the product will not be protected during the shipment. If you need a replacement carton, contact Delphi Interior and Lighting Systems at (513) 356-2426. ENCLOSE A COPY OF THE REPAIR ORDER, detailing the reason(s) for the SIR module replacement. Close and secure the carton with packaging tape (transparent tape is recommended). All existing labels and markings on the carton must be visible. Important: DO NOT staple container. DO NOT cover any portion of the black and white "Class 9" label or any markings on the carton. 2. Package Labels and Markings Add the names and addresses for the consignee and the consignor. The method of closure cannot interfere with the labels or the markings on the package (see Attachments "A" - Driver Side, and "D" - Passenger Side). 3. Shipping Paper (UPS Hazardous Material Label and Shipper's Certification) The following items on the shipping papers must be completed with the same information as enclosed with the replacement SIR module when received: proper shipping name, hazard class, identification number, packaging group number, "EX" number, and emergency response telephone number. The remaining information should be completed in accordance with Attachments "B" and "E" (Driver Side) and "C" and "F" (Passenger Side). A copy of the emergency response guidelines (see Attachment "G") is enclosed with the replacement SIR module and must be attached to the shipping papers you complete for the SIR module being shipped. 4. Transportation All SIR modules are to be returned using United Parcel Service (UPS) which will require the sender to pre-pay the freight charges. If difficulties arise, contact Delphi Interior and Lighting Systems, General Motors at (513) 356-2426. 5. RETURN ALL SUPPLEMENTAL INFLATABLE RESTRAINT MODULES (EXCEPT FOR THOSE MODELS LISTED IN THIS BULLETIN) TO THE FOLLOWING ADDRESS: Delphi Interior and Light Systems 3249 McCall Avenue Dayton, OH 45417 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9844 ATTACHMENT A DRIVER AIRBAG Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9845 ATTACHMENT B DRIVER SIDE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9846 ATTACHMENT C DRIVER SIDE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9847 ATTACHMENT D PASSENGER AIRBAG Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9848 ATTACHMENT E PASSENGER SIDE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9849 ATTACHMENT F PASSENGER SIDE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9850 ATTACHMENT G Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Other Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure Air Bag: All Technical Service Bulletins Air Bag - Module Shipping/Return Procedure File In Section: 9 - Accessories Bulletin No.: 31-90-04A Date: September, 1996 Subject: Supplemental Inflatable Restraint (SIR) Module Shipping/Return Procedure Models: 1993-97 Passenger Cars and Trucks - Equipped with Supplemental Inflatable Restraint (SIR) Modules EXCEPT THE MODELS AND YEARS AS LISTED This bulletin is being revised to update the: models and years affected, the contact telephone numbers and the hazardous classification rating. Various areas of the text and the attachments have also been revised. Please discard Corporate Bulletin Number 319004 (Group Reference Accessories). This bulletin outlines the return procedure for undeployed Supplemental Inflatable Restraint (SIR) modules. Undeployed SIR modules in all vehicles (except models indicated), removed for warranty purposes, are to be returned to Delphi Interior and Lighting Systems, General Motors Corporation. This bulletin outlines procedures that all dealers must follow for shipping undeployed airbag modules. This bulletin is in effect and should be retained at all times at the dealership until superseded by a subsequent bulletin. This return program does NOT apply to dealers in Alaska, Hawaii, US Territories, and foreign countries. SIR modules replaced outside the continental United States should be deployed and disposed of following the procedure outlined in Corporate Bulletin Number 319003R. All other modules (i.e., out of warranty or car scrapped) should be disposed of per Corporate Bulletin Number 319003R. Important: If a vehicle is the subject of a Preliminary Investigation (GM-1241), DO NOT ALTER the SIR system until cleared by the Zone Service Representative. An SIR module returned following a 1241 investigation must be clearly designated by: 1. Indicating on the REPAIR ORDER copy inside the box "SUBJECT TO 1241". 2. Indicating the VIN and vehicle owner on the REPAIR ORDER. 3. Sending photocopies of the REPAIR ORDER to: a. The appropriate Zone service Representative b. Cigna Company GM Central Claims Unit 485 W. Milwaukee Suite 690 Detroit, MI 48202 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Other Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9856 Mailing Address: P.O. Box 02489, Detroit, MI 48202 Questions related to handling of 1241 associated SIR modules may be answered by calling: Cigna Company - GM Central Claims Unit, 1-800-888-1491. The U.S. Department of Transportation (DOT) Hazardous Materials Regulations classify SIR modules as the following: ^ Proper Shipping Name: Air Bag Modules ^ Hazardous Class: Class 9 - Air Bag Failure to comply with DOT regulations will result in civil penalties of up to $10,000 per violation or criminal penalties of up to $25,000 per violation and imprisonment. Return Procedure for Supplemental Inflatable Restraint Modules (Undeployed Modules Only) All undeployed SIR modules in all vehicles (except as indicated in the models section of this bulletin), removed for warranty purposes, are to be returned to Delphi Interior and Lighting Systems, General Motors. The following procedure should be followed when returning SIR modules from any location within the continental United States. 1. Packaging Requirements Return undeployed SIR modules in the same carton that was received with the new replacement module. Do not use any carton that has been damaged to the extent that the product will not be protected during the shipment. If you need a replacement carton, contact Delphi Interior and Lighting Systems at (513) 356-2426. ENCLOSE A COPY OF THE REPAIR ORDER, detailing the reason(s) for the SIR module replacement. Close and secure the carton with packaging tape (transparent tape is recommended). All existing labels and markings on the carton must be visible. Important: DO NOT staple container. DO NOT cover any portion of the black and white "Class 9" label or any markings on the carton. 2. Package Labels and Markings Add the names and addresses for the consignee and the consignor. The method of closure cannot interfere with the labels or the markings on the package (see Attachments "A" - Driver Side, and "D" - Passenger Side). 3. Shipping Paper (UPS Hazardous Material Label and Shipper's Certification) The following items on the shipping papers must be completed with the same information as enclosed with the replacement SIR module when received: proper shipping name, hazard class, identification number, packaging group number, "EX" number, and emergency response telephone number. The remaining information should be completed in accordance with Attachments "B" and "E" (Driver Side) and "C" and "F" (Passenger Side). A copy of the emergency response guidelines (see Attachment "G") is enclosed with the replacement SIR module and must be attached to the shipping papers you complete for the SIR module being shipped. 4. Transportation All SIR modules are to be returned using United Parcel Service (UPS) which will require the sender to pre-pay the freight charges. If difficulties arise, contact Delphi Interior and Lighting Systems, General Motors at (513) 356-2426. 5. RETURN ALL SUPPLEMENTAL INFLATABLE RESTRAINT MODULES (EXCEPT FOR THOSE MODELS LISTED IN THIS BULLETIN) TO THE FOLLOWING ADDRESS: Delphi Interior and Light Systems 3249 McCall Avenue Dayton, OH 45417 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Other Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9857 ATTACHMENT A DRIVER AIRBAG Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Other Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9858 ATTACHMENT B DRIVER SIDE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Other Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9859 ATTACHMENT C DRIVER SIDE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Other Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9860 ATTACHMENT D PASSENGER AIRBAG Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Other Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9861 ATTACHMENT E PASSENGER SIDE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Other Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9862 ATTACHMENT F PASSENGER SIDE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > All Other Service Bulletins for Air Bag: > 319004A > Sep > 96 > Air Bag - Module Shipping/Return Procedure > Page 9863 ATTACHMENT G Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Page 9864 Air Bag: Specifications Inflatable Restraint I/P Module Fasteners ............................................................................................................................................ 10.0 N.m (89 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Page 9865 Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Page 9866 Air Bag: Description and Operation Description Description The inflatable modules consist of an inflatable bag and an inflatable. An inflatable consists of a canister of gas-generating material and an initiating device. The initiator is part of the deployment loop. When the vehicle is in a frontal crash of sufficient force, the inflatable restraint Sensing and Diagnostic Module (SDM) causes current to flow through the deployment loops. Current passing through the initiator ignites the material in the inflatable module. The gas produced from this reaction rapidly inflates the air bag. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Page 9867 There is a shorting bar on the inflatable restraint steering wheel module side of the upper steering column connector that connects the inflatable restraint steering wheel module coil to the inflatable restraint steering wheel module. The shorting bar shorts across the inflatable restraint steering wheel module circuits during the disconnection of the upper steering column connector. The shorting of the inflatable restraint steering wheel module circuitry will help prevent unwanted deployment of the air bag when servicing the inflatable restraint steering wheel module, the steering column or other SIR system components. There is a shorting bar on the inflatable restraint I/P module connector that connects to the SIR wiring harness. The shorting bar shorts across the inflatable restraint I/P module circuits during the disconnection of the inflatable restraint I/P module connector. The shorting of the inflatable restraint I/P module circuitry will help prevent unwanted deployment of the air bag when servicing the inflatable restraint I/P module, the instrument panel or other SIR system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module Air Bag: Service and Repair Deployed Inflator Module Install or Connect INSTALL OR CONNECT 1. Inflatable restraint I/P module to the crosscar beam. 2. Fasteners to the inflatable restraint I/P module. TIGHTEN ^ Fasteners to 10.0 N.m (89 lb. in.). 3. Electrical connector and the Connector Position Assurance (CPA). 4. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Warning Indicators. ^ Enable the SIR system. Refer to Enabling the SIR System. See: Air Bag(s) Arming and Disarming/Service and Repair Preliminary Precautions After the inflator module has been deployed, the surface of the air bag may contain a powdery residue. This powder consists primarily of cornstarch (used to lubricate the bag as it inflates) and by-products of the chemical reaction. Sodium hydroxide dust (similar to lye soap) is produced as a by-product of the deployment reaction. The sodium hydroxide then quickly reacts with atmospheric moisture and is converted to sodium carbonate and sodium bicarbonate (baking soda). Therefore, it is unlikely that sodium hydroxide will be present after deployment. As with many service procedures, you should wear gloves and safety glasses. Remove or Disconnect Description REMOVE OR DISCONNECT ^ Disable the SIR system. Refer to Disabling the SIR System. See: Air Bag(s) Arming and Disarming/Service and Repair 1. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Warning Indicators. 2. Connector Position Assurance (CPA) and the electrical connector. 3. Fasteners from the inflatable restraint I/P module. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9870 4. Inflatable restraint I/P module from the vehicle. CAUTION: When you are carrying an undeployed inflator module: ^ Do not carry the inflator module by the wires or connector on the inflator module. ^ Make sure the bag opening points away from you. When you are storing an undeployed inflator module, make sure the bag opening points away from the surface on which the inflator module rests. When you are storing a steering column, do not reset the column with the bag opening facing down and the column vertical. Provide free space for the air bag to expand in case of an accidental deployment. Otherwise, personal injury may result. IMPORTANT ^ The following procedures should be utilized in the event that inflatable restraint I/P module mounting holes or fasteners are damaged to the extent that the inflatable restraint I/P module can no longer be properly mounted. 1. Remove stripped fastener and discard. 2. Attach inflatable restraint I/P module with new fastener GM P/N 25601790. TIGHTEN ^ Fastener to 10.0 N.m (89 lb. in.). Use hand tools only to achieve fastener torque. This will prevent stripping of the replacement fastener. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9871 Air Bag: Service and Repair Deployment Procedures Inside of Vehicle (Vehicle Scrapping Procedure) Deploy the inflator modules inside the vehicle when destroying the vehicle. Deploy the inflator modules inside the vehicle when salvaging the vehicle for component parts. This includes, but is not limited to the following situations: ^ The vehicle has completed its useful life. ^ Irreparable damage occurs to the vehicle in a non-deployment type accident. ^ Irreparable damage occurs to the vehicle during theft. ^ You are salvaging the vehicle for component parts to use on a vehicle with a different Vehicle Identification Number (VIN) as opposed to rebuilding as the same VIN. Never use SIR components from another vehicle. This ensures SIR system integrity. Always use new SIR system components, except when obtaining re-manufactured parts from an authorized General Motors dealer. CAUTION: In order to prevent accidental deployment of the air bag which could cause personal injury, do not dispose of an undeployed inflator module as normal shop waste. The undeployed inflator module contains substances that could cause severe illness or personal injury if the sealed container is damaged during disposal. Use the following deployment procedures to safely dispose of an undeployed inflator module. Failure to dispose of an inflator module as instructed may be a violation of federal, state, or local laws. 1. Turn the ignition switch to the LOCK position. 2. Remove the key. 3. Put on safety glasses. 4. Remove all loose objects from the front seats. 5. Disconnect the inflatable restraint steering wheel module, yellow 2-way connector. This connector is located near the base of the steering column. 6. Cut the inflatable restraint steering wheel module yellow 2-way harness connector from the vehicle. Leave at least 160 mm (6 inches) of wire at the connector (Figure 23). 7. Strip 13 mm (0.5 inch) of insulation from each wire lead of the connector (Figure 23). 8. Cut two 4.6 m (15 feet) deployment wires from 0.8 mm2 (18 gauge) or thicker multi-strand wire. Use these wires to fabricate the driver deployment harness. 9. Strip 13 mm (0.5 inch) of insulation from both ends of the wires cut in the previous step. CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. Figure 23 Figure 24 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9872 Figure 25 Figure 26 10. Short the wires by twisting together one end from each (Figure 24). Deployment wires shall remain shorted, and not connected to a power source until you are ready to deploy the air bag. 11. Twist together one connector wire lead to one deployment wire (1). The connection must be mechanically secure (Figure 25). 12. Bend flat the twisted connection that you made in the previous step. Secure the connection by wrapping tightly with electrical tape (2). This will also insulate the connection (Figure 25). 13. Twist together, bend and tape the remaining connector wire lead to the remaining deployment wire (3) (Figure 25). 14. Connect the deployment harness to the inflatable restraint steering wheel module, yellow 2-way connector at the base of the steering column. 15. Route the deployment harness out the driver side of the vehicle (Figure 26). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9873 Figure 27 CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. 16. Disconnect the inflatable restraint I/P module, yellow 2-way connector. This connector is located behind the Instrument Cluster compartment door. 17. Cut the inflatable restraint I/P module harness connector from the vehicle. Leave at least 160 mm (6 inches) of wire at the connector (Figure 27). 18. Strip 13 mm (0.5 inch) of insulation from each wire lead of the connector (Figure 27). 19. Cut two 6.1 m (20 feet) deployment wires from 0.8 mm2 (18 gauge) or thicker multi-strand wire. Use these wires to fabricate the passenger deployment harness. 20. Strip 13 mm (0.5 inch) of insulation from both ends of the wires cut in the previous step. 21. Short the wires by twisting together one end of each (Figure 28). The deployment wires shall remain shorted and not connected to a power source until you are ready to deploy the air bag. Figure 28 CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. 22. Twist together one connector wire lead to one deployment wire (1). The connection must be mechanically secure (Figure 29). 23. Bend flat the twisted connection that you made in the previous step. Secure the connection by wrapping tightly with electrical tape (2). This will also insulate the connection (Figure 29). 24. Twist together, bend and tape the remaining connector wire lead to the remaining deployment wire (3) (Figure 29). 25. Connect the deployment harness to the inflatable restraint I/P module, yellow 2-way connector. 26. Route the deployment harness out the passenger side of the vehicle (Figure 30). 27. Be sure to clear the inside of the vehicle and the area surrounding the vehicle of any people. Clear the vehicle of all loose or flammable objects. 28. Stretch the driver and passenger deployment harnesses to their full length (Figures 26 and 30). 29. Completely cover windshield area and front door window openings with a drop cloth, blanket or similar item. This reduces the possibility of injury due to possible fragmentation of the vehicle's glass or interior. 30. Notify everyone in the immediate area that you intend to deploy the air bags. The deployment will be very loud. This may startle any uninformed people in the area. 31. Place a power source near the shorted end of the SIR Deployment Harness. Use a vehicle battery when available, but always use a power source that complies to the following: ^ 12 volts minimum. ^ 2 amps minimum. 32. Separate the two ends of the driver deployment harness wires (Figure 31). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9874 CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. NOTICE: The rapid gas expansion involved with deploying an air bag will be very loud. Notify all people in the immediate area that you intend to deploy the inflator modules. Figure 29 Figure 30 33. Connect the driver deployment harness wires to the power source to immediately deploy the inflatable restraint steering wheel module (Figure 31). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9875 Figure 31 Figure 32 34. Disconnect the deployment harness wires from the power source. 35. Separate the two ends of the passenger deployment harness wires (Figure 32). 36. Connect the passenger deployment harness wires to a power source. This will immediately deploy the inflatable restraint I/P module (Figure 32). After the inflator module has deployed, the surface of the air bag may contain a powdery residue. This powder consists primarily of cornstarch (used to lubricate the bag as it inflates), and by-products of the chemical reaction. The deployment reaction produces sodium hydroxide dust (similar to lye soap). The sodium hydroxide quickly reacts with the atmospheric moisture. This atmospheric moisture converts the sodium hydroxide into sodium carbonate and sodium bicarbonate (baking soda). Therefore, you will probably find no sodium hydroxide present after the deployment. As a precaution gloves and safety glasses are recommended. Gloves and safety glasses help to prevent possible irritation of the skin or eyes. CAUTION: Immediately following the deployment of an air bag, the metal surfaces of the inflator module are very hot. Do not place the deployed inflator module near any flammable objects. Walt for about ten minutes before touching any metal surface of the inflator module. Disregarding these precautions may cause fire or personal injury. The metal canister and the area surrounding the inflator module are very hot. Do not touch the metal areas of the inflator module for about ten minutes after deployment. If you must move the deployed inflator module, use caution. Always wear gloves and handle the inflator module by the air bag or the vinyl trim (Figure 22). 37. Disconnect the deployment harness wires from the power source. 38. Short the driver deployment harness wires by twisting together one end from each of the wires together. Repeat this procedure for the passenger deployment harness. 39. Carefully remove the drop cloth from the vehicle. 40. Disconnect the driver deployment harness and the passenger deployment harness from the vehicle. 41. Discard both deployment harnesses. 42. After deploying both air bags, you may scrap the vehicle in the same manner as a non-SIR equipped vehicle. 43. In the unlikely event that either or both of the inflator modules did not deploy after following these procedures, proceed immediately with Steps 44 through 46. 44. Remove the undeployed inflator module(s) from the vehicle. See: CAUTION: When you are carrying an undeployed inflator module: ^ Do not carry the inflator module by the wires or connector on the inflator module. ^ Make sure the bag opening points away from you. When you are storing an undeployed inflator module, make sure the bag opening points away from the surface on which the inflator module rests. When you are storing a steering column, do not rest the column with the bag opening facing down and the column vertical. Provide free space for the air bag to expand in case of an accidental deployment. Otherwise, personal injury may result. 45. Temporarily store the inflator module with its vinyl trim cover facing up. 46. Call the Technical Assistance group for further assistance. Steering Wheel Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9876 TOOL REQUIRED: J 38826 SIR Deployment Harness Deploy the inflator module(s) outside of the vehicle when you intend to return the vehicle to service. Situations that require deploying the inflator module outside the vehicle include the following: ^ Using the SIR Diagnostics, you determine the inflator module does not function correctly. ^ The inflator module is cosmetically damaged such as a scratch or rip in the cover. Figure 15 Figure 16 Figure 17 ^ The inflator module pigtail (if equipped) is damaged. ^ The inflator module connector is damaged. ^ An inflator module connector terminal is damaged. Deployment and disposal of a malfunctioning inflator module is subject to any required retention period. You must follow these inflator module deployment procedures exactly. Always wear safety glasses during this deployment procedure. Do not remove your safety glasses until the deployed inflator module is scrapped or shipped. Before performing the deployment procedures you should be familiar with servicing the SIR system and with proper handling of the inflator module. Procedures should be read fully before they are performed. The following procedures requires the use of: ^ J 38826 SIR Deployment Harness. ^ The appropriate pigtail adapter. Do not attempt the procedure without J 38826 SIR Deployment Harness and the adapter. CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Clear a space on the ground about 1.85 meters (6 feet) in diameter where the inflator module will be deployed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9877 ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. IMPORTANT ^ This information applies only to inflatable restraint steering wheel modules. Refer to Deployment Outside of the Vehicle (Inflatable Restraint I/P Module) for information on inflatable restraint I/P module scrapping. See: Outside of Vehicle/Instrument Panel Module 1. Turn the ignition switch to the LOCK position. 2. Remove the key. 3. Put on safety glasses. Figure 16 Figure 17 4. Inspect J 38826 SIR Deployment Harness and appropriate pigtail adapter for damage. ^ If damage occurs to the SIR Deployment Harness or the pigtail adapter, then obtain a replacement. 5. Short the two SIR Deployment Harness leads together by fully seating one banana plug into the other. ^ Keep the SIR Deployment Harness (1) shorted until the air bag is to be deployed (Figure 15). ^ Do not connect the SIR Deployment Harness to a power source until the air bag is to be deployed (Figure 15). 6. Connect the appropriate pigtail adapter (2) to the SIR Deployment Harness (Figure 15). 7. Remove the inflatable restraint steering wheel module from the vehicle. 8. Remove the horn lead from the back of the inflatable restraint steering wheel module, if applicable. 9. Remove the redundant steering wheel control lead(s) from the back of the inflatable restraint steering wheel module, if applicable. 10. Remove all horn buttons and steering wheel control buttons from the inflatable restraint steering wheel module, if applicable. CAUTION: When you are carrying an undeployed inflator module: ^ Do not carry the inflator module by the wires or connector on the inflator module. ^ Make sure the bag opening points away from you. When you are storing an undeployed inflator module, make sure the bag opening points away from the surface on which the inflator module rests. When you are storing a steering column, do not rest the column with the bag opening facing down and the column vertical. Provide free space for the air bag to expand in case of an accidental deployment. Otherwise, personal injury may result. 11. Place the inflatable restraint steering wheel module with its vinyl trim cover facing up and away from the surface on a work bench or another surface (Figure 16). 12. Place the inflatable restraint steering wheel module away from all loose or flammable objects. 13. Clear a space on the ground about 1.85 m (6 ft.) in diameter where you intend to deploy the inflatable restraint steering wheel module. If possible, use a paved, outdoor location free of activity. Otherwise, use a space free of activity on the shop floor. Make sure you have sufficient ventilation. 14. Make sure no loose or flammable objects are within the deployment area (Figure 17). 15. Place the inflatable restraint steering wheel module in the space just cleared, with its vinyl trim cover facing up (Figure 17). 16. Extend the SIR Deployment Harness and the pigtail adapter to full length from the inflatable restraint steering wheel module (Figure 18). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9878 17. Place a power source near the shorted end of the SIR Deployment Harness. Use a vehicle battery when available, but always use a power source that complies to the following: ^ 12 volts minimum. ^ 2 amps minimum. IMPORTANT ^ Firmly seat the pigtail adapter into the inflatable restraint steering wheel module connector. Failure to fully seat the connectors may result in nondeployment of the inflator module. Figure 18 Figure 19 18. Connect the inflatable restraint steering wheel module (1) to the pigtail adapter (2) on the SIR Deployment Harness (3) (Figure 19). ^ The deployment harness shall remain shorted until you are ready to deploy the air bag. ^ Do not connect the SIR Deployment Harness to a power source until you are ready to deploy the air bag. ^ The inflator module will immediately deploy when you connect the power source. 19. Clear the area of all people and loose or flammable objects (Figure 17). 20. Make sure that you place the inflatable restraint steering wheel module with its vinyl trim cover facing up. Figure 20 21. Notify all people in the immediate area before you deploy the inflatable restraint steering wheel module. ^ An inflatable restraint steering wheel module deployment is very loud. ^ The deployment may startle any uninformed people in the area. 22. Separate the two banana plugs on the SIR Deployment Harness (Figure 20). CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. NOTICE: When the air bag deploys, the inflatable restraint steering wheel module may jump about 30 cm (1 foot) vertically. This is a normal reaction of the inflatable restraint steering wheel module to the force of the rapid gas expansion inside the air bag. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9879 Figure 21 NOTICE: The rapid gas expansion involved with deploying an air bag is very loud. Notify all people in the immediate area that you intend to deploy the inflatable restraint steering wheel module. 23. Connect the SIR Deployment Harness wires to the power source. This immediately deploys the inflatable restraint steering wheel module (Figure 21). 24. Use a vehicle battery when available, but always use a power source that complies to the following: ^ 12 volts minimum. ^ 2 amps minimum. 25. Disconnect the SIR Deployment Harness from the power source. 26. Short the SIR Deployment Harness leads together by fully seating one banana plug into the other (Figure 15). 27. In the unlikely event that the inflatable restraint steering wheel module did not deploy after following these procedures, proceed immediately with Steps 33 through 36. If the inflatable restraint steering wheel module did deploy, proceed with Steps 28 through 32. 28. Put on a pair of shop gloves to protect your hands from possible heat and irritation when handling the deployed inflatable restraint steering wheel module (Figure 22). After the inflatable restraint steering wheel module has deployed, the surface of the air bag may contain a powdery residue. This powder consists primarily of cornstarch (used to lubricate the bag as it inflates), and by-products of the chemical reaction. The deployment reaction produces sodium hydroxide dust (similar to lye soap). The sodium hydroxide quickly reacts with the atmospheric moisture. This atmospheric moisture converts the sodium hydroxide into sodium carbonate and sodium bicarbonate (baking soda). Therefore, you will probably find no sodium hydroxide present after the deployment. As a precaution gloves and safety glasses are recommended. Gloves and safety glasses help to prevent possible irritation of the skin or eyes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9880 Figure 22 CAUTION: Immediately following the deployment of an air bag, the metal surfaces of the inflator module are very hot, Do not place the deployed inflator module near any flammable objects. Walt for about ten minutes before touching any metal surface of the inflator module. Disregarding these precautions may cause fire or personal injury. The metal canister and the area surrounding the inflatable restraint steering wheel module are very hot. Do not touch the metal areas of the inflatable restraint steering wheel module for about ten minutes after deployment. If you must move the deployed inflatable restraint steering wheel module, use caution. Always wear gloves and handle the inflatable restraint steering wheel module by the air bag or the vinyl trim (Figure 22). 29. Disconnect the pigtail adapter from the inflatable restraint steering wheel module as soon after the deployment as possible. This will prevent the hot inflatable restraint steering wheel module canister from damaging the pigtail adapter, or the SIR Deployment Harness. The pigtail adapter and the SIR Deployment Harness are reusable. 30. Inspect the pigtail adaptor, and the SIR Deployment Harness for damage after each use. Replace the pigtail adapter, or the SIR Deployment Harness, as necessary. 31. Allow the deployed inflatable restraint steering wheel module to cool for at least 10 minutes. Dispose of the deployed inflatable restraint steering wheel module through the normal refuse channels. 32. Wash your hands with a mild soap and water. NOTICE: The remaining steps are to be followed in the unlikely event that the inflatable restraint steering wheel module did not deploy after following these procedures. 33. Make sure that you disconnect the SIR Deployment Harness from the power source. Make sure that you have shorted the two banana plugs together (Figure 15). 34. Disconnect the pigtail adapter from the inflatable restraint steering wheel module. CAUTION: When you are carrying an undeployed inflator module: ^ Do not carry the inflator module by the wires or connector on the inflator module. ^ Make sure the bag opening points away from you. When you are storing an undeployed inflator module, make sure the bag opening points away from the surface on which the inflator module rests. When you are storing a steering column, do not rest the column with the bag opening facing down and the column vertical. Provide free space for the air bag to expand in case of an accidental deployment. Otherwise, personal injury may result. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9881 35. Temporarily store the inflatable restraint steering wheel module with its vinyl trim cover facing up. 36. Call the Technical Assistance group for further assistance. Instrument Panel Module CAUTION: In order to prevent accidental deployment of the air bag which could cause personal injury, do not dispose of an undeployed inflator module as normal shop waste. The undeployed inflator module contains substances that could cause severe illness or personal injury If the sealed container is damaged during disposal. Use the following deployment procedures to safely dispose of an undeployed inflator module. Failure to dispose of an inflator module as instructed may be a violation of federal, state, or local laws. General Motors dealers should refer to the latest General Motors Service Bulletins for live (undeployed) inflatable restraint I/P module scrapping and disposal procedures. All others should contact a local General Motors dealership for live inflatable restraint I/P module scrapping and disposal procedures. Dispose of deployed inflatable restraint I/P modules through normal refuse channels. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9882 Air Bag: Service and Repair Handling/Shipping/Scrapping Handling A Deployed Inflator Module After the inflator module has deployed, the surface of the air bag may contain a powdery residue. This powder consists primarily of cornstarch (used to lubricate the bag as it inflates), and by-products of the chemical reaction. The deployment reaction produces sodium hydroxide dust (similar to lye soap). The sodium hydroxide quickly reacts with the atmospheric moisture. This atmospheric moisture converts the sodium hydroxide into sodium carbonate and sodium bicarbonate (baking soda). Therefore, you will probably find no sodium hydroxide present after the deployment. As a precaution gloves and safety glasses are recommended. Gloves and safety glasses help to prevent possible irritation of the skin or eyes. Scrapping Procedures During the course of a vehicle's useful life, certain situations may arise which will necessitate the disposal of a live (undeployed) inflator module. This information covers proper procedures for disposing of a live inflator module. Before you dispose of a live inflator module, you must deploy the inflator module. Do not dispose of live inflator modules through normal refuse channels. CAUTION: In order to prevent accidental deployment of the air bag which could cause personal injury, do not dispose of an undeployed inflator module as normal shop waste. The undeployed inflator module contains substances that could cause severe illness or personal injury if the sealed container is damaged during disposal. Use the following deployment procedures to safely dispose of an undeployed inflator module. Failure to dispose of an inflator module as instructed may be a violation of federal, state, or local laws. Do not deploy the air bag(s) in the following situations: ^ If you replace an inflator module under warranty. You may need to return the inflator module, undeployed, to Delphi Interiors & Lightings Systems. Refer to the latest service bulletin regarding SIR shipping procedures. ^ If a vehicle is the subject of a Product Liability Report related to the SIR system and is subject to a Preliminary Investigation (GM-1241). DO NOT ALTER the SIR system in any manner. Refer to the latest service bulletin on SIR shipping procedures. ^ If a vehicle is involved in a campaign affecting the inflator modules. Follow instructions in the campaign service bulletin for proper SIR handling and shipping procedures. You can deploy an inflator module inside or outside of the vehicle. The method you use depends upon the final disposition of the vehicle. Read Deployment Outside of the Vehicle and Deployment Inside the Vehicle to decide whether to deploy the inflator module inside or outside of the vehicle. See: Deployment Procedures Shipping Procedures For Live (Undeployed) Inflator Modules Service personnel should refer to the latest service bulletins for proper SIR inflator module shipping procedures. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9883 Air Bag: Service and Repair Install or Connect INSTALL OR CONNECT 1. Inflatable restraint I/P module to the crosscar beam. 2. Fasteners to the inflatable restraint I/P module. TIGHTEN ^ Fasteners to 10.0 N.m (89 lb. in.). 3. Electrical connector and the Connector Position Assurance (CPA). 4. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Warning Indicators. ^ Enable the SIR system. Refer to Enabling the SIR System. See: Air Bag(s) Arming and Disarming/Service and Repair Preliminary Precautions After the inflator module has been deployed, the surface of the air bag may contain a powdery residue. This powder consists primarily of cornstarch (used to lubricate the bag as it inflates) and by-products of the chemical reaction. Sodium hydroxide dust (similar to lye soap) is produced as a by-product of the deployment reaction. The sodium hydroxide then quickly reacts with atmospheric moisture and is converted to sodium carbonate and sodium bicarbonate (baking soda). Therefore, it is unlikely that sodium hydroxide will be present after deployment. As with many service procedures, you should wear gloves and safety glasses. Remove or Disconnect Description REMOVE OR DISCONNECT ^ Disable the SIR system. Refer to Disabling the SIR System. See: Air Bag(s) Arming and Disarming/Service and Repair 1. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Warning Indicators. 2. Connector Position Assurance (CPA) and the electrical connector. 3. Fasteners from the inflatable restraint I/P module. 4. Inflatable restraint I/P module from the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9884 CAUTION: When you are carrying an undeployed inflator module: ^ Do not carry the inflator module by the wires or connector on the inflator module. ^ Make sure the bag opening points away from you. When you are storing an undeployed inflator module, make sure the bag opening points away from the surface on which the inflator module rests. When you are storing a steering column, do not reset the column with the bag opening facing down and the column vertical. Provide free space for the air bag to expand in case of an accidental deployment. Otherwise, personal injury may result. IMPORTANT ^ The following procedures should be utilized in the event that inflatable restraint I/P module mounting holes or fasteners are damaged to the extent that the inflatable restraint I/P module can no longer be properly mounted. 1. Remove stripped fastener and discard. 2. Attach inflatable restraint I/P module with new fastener GM P/N 25601790. TIGHTEN ^ Fastener to 10.0 N.m (89 lb. in.). Use hand tools only to achieve fastener torque. This will prevent stripping of the replacement fastener. Inside of Vehicle (Vehicle Scrapping Procedure) Deploy the inflator modules inside the vehicle when destroying the vehicle. Deploy the inflator modules inside the vehicle when salvaging the vehicle for component parts. This includes, but is not limited to the following situations: ^ The vehicle has completed its useful life. ^ Irreparable damage occurs to the vehicle in a non-deployment type accident. ^ Irreparable damage occurs to the vehicle during theft. ^ You are salvaging the vehicle for component parts to use on a vehicle with a different Vehicle Identification Number (VIN) as opposed to rebuilding as the same VIN. Never use SIR components from another vehicle. This ensures SIR system integrity. Always use new SIR system components, except when obtaining re-manufactured parts from an authorized General Motors dealer. CAUTION: In order to prevent accidental deployment of the air bag which could cause personal injury, do not dispose of an undeployed inflator module as normal shop waste. The undeployed inflator module contains substances that could cause severe illness or personal injury if the sealed container is damaged during disposal. Use the following deployment procedures to safely dispose of an undeployed inflator module. Failure to dispose of an inflator module as instructed may be a violation of federal, state, or local laws. 1. Turn the ignition switch to the LOCK position. 2. Remove the key. 3. Put on safety glasses. 4. Remove all loose objects from the front seats. 5. Disconnect the inflatable restraint steering wheel module, yellow 2-way connector. This connector is located near the base of the steering column. 6. Cut the inflatable restraint steering wheel module yellow 2-way harness connector from the vehicle. Leave at least 160 mm (6 inches) of wire at the connector (Figure 23). 7. Strip 13 mm (0.5 inch) of insulation from each wire lead of the connector (Figure 23). 8. Cut two 4.6 m (15 feet) deployment wires from 0.8 mm2 (18 gauge) or thicker multi-strand wire. Use these wires to fabricate the driver deployment harness. 9. Strip 13 mm (0.5 inch) of insulation from both ends of the wires cut in the previous step. CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9885 Figure 23 Figure 24 Figure 25 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9886 Figure 26 10. Short the wires by twisting together one end from each (Figure 24). Deployment wires shall remain shorted, and not connected to a power source until you are ready to deploy the air bag. 11. Twist together one connector wire lead to one deployment wire (1). The connection must be mechanically secure (Figure 25). 12. Bend flat the twisted connection that you made in the previous step. Secure the connection by wrapping tightly with electrical tape (2). This will also insulate the connection (Figure 25). 13. Twist together, bend and tape the remaining connector wire lead to the remaining deployment wire (3) (Figure 25). 14. Connect the deployment harness to the inflatable restraint steering wheel module, yellow 2-way connector at the base of the steering column. 15. Route the deployment harness out the driver side of the vehicle (Figure 26). Figure 27 CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. 16. Disconnect the inflatable restraint I/P module, yellow 2-way connector. This connector is located behind the Instrument Cluster compartment door. 17. Cut the inflatable restraint I/P module harness connector from the vehicle. Leave at least 160 mm (6 inches) of wire at the connector (Figure 27). 18. Strip 13 mm (0.5 inch) of insulation from each wire lead of the connector (Figure 27). 19. Cut two 6.1 m (20 feet) deployment wires from 0.8 mm2 (18 gauge) or thicker multi-strand wire. Use these wires to fabricate the passenger deployment harness. 20. Strip 13 mm (0.5 inch) of insulation from both ends of the wires cut in the previous step. 21. Short the wires by twisting together one end of each (Figure 28). The deployment wires shall remain shorted and not connected to a power source until you are ready to deploy the air bag. Figure 28 CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9887 ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. 22. Twist together one connector wire lead to one deployment wire (1). The connection must be mechanically secure (Figure 29). 23. Bend flat the twisted connection that you made in the previous step. Secure the connection by wrapping tightly with electrical tape (2). This will also insulate the connection (Figure 29). 24. Twist together, bend and tape the remaining connector wire lead to the remaining deployment wire (3) (Figure 29). 25. Connect the deployment harness to the inflatable restraint I/P module, yellow 2-way connector. 26. Route the deployment harness out the passenger side of the vehicle (Figure 30). 27. Be sure to clear the inside of the vehicle and the area surrounding the vehicle of any people. Clear the vehicle of all loose or flammable objects. 28. Stretch the driver and passenger deployment harnesses to their full length (Figures 26 and 30). 29. Completely cover windshield area and front door window openings with a drop cloth, blanket or similar item. This reduces the possibility of injury due to possible fragmentation of the vehicle's glass or interior. 30. Notify everyone in the immediate area that you intend to deploy the air bags. The deployment will be very loud. This may startle any uninformed people in the area. 31. Place a power source near the shorted end of the SIR Deployment Harness. Use a vehicle battery when available, but always use a power source that complies to the following: ^ 12 volts minimum. ^ 2 amps minimum. 32. Separate the two ends of the driver deployment harness wires (Figure 31). CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. NOTICE: The rapid gas expansion involved with deploying an air bag will be very loud. Notify all people in the immediate area that you intend to deploy the inflator modules. Figure 29 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9888 Figure 30 33. Connect the driver deployment harness wires to the power source to immediately deploy the inflatable restraint steering wheel module (Figure 31). Figure 31 Figure 32 34. Disconnect the deployment harness wires from the power source. 35. Separate the two ends of the passenger deployment harness wires (Figure 32). 36. Connect the passenger deployment harness wires to a power source. This will immediately deploy the inflatable restraint I/P module (Figure 32). After the inflator module has deployed, the surface of the air bag may contain a powdery residue. This powder consists primarily of cornstarch (used to lubricate the bag as it inflates), and by-products of the chemical reaction. The deployment reaction produces sodium hydroxide dust (similar to lye soap). The sodium hydroxide quickly reacts with the atmospheric moisture. This atmospheric moisture converts the sodium hydroxide into sodium carbonate and sodium bicarbonate (baking soda). Therefore, you will probably find no sodium hydroxide present after the deployment. As a precaution gloves and safety glasses are recommended. Gloves and safety glasses help to prevent possible irritation of the skin or eyes. CAUTION: Immediately following the deployment of an air bag, the metal surfaces of the inflator module are very hot. Do not place the deployed inflator module near any flammable objects. Walt for about ten minutes before touching any metal surface of the inflator module. Disregarding these precautions may cause fire or personal injury. The metal canister and the area surrounding the inflator module are very hot. Do not touch the metal areas of the inflator module for about ten minutes after deployment. If you must move the deployed inflator module, use caution. Always wear gloves and handle the inflator module by the air bag or the vinyl trim (Figure 22). 37. Disconnect the deployment harness wires from the power source. 38. Short the driver deployment harness wires by twisting together one end from each of the wires together. Repeat this procedure for the passenger deployment harness. 39. Carefully remove the drop cloth from the vehicle. 40. Disconnect the driver deployment harness and the passenger deployment harness from the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9889 41. Discard both deployment harnesses. 42. After deploying both air bags, you may scrap the vehicle in the same manner as a non-SIR equipped vehicle. 43. In the unlikely event that either or both of the inflator modules did not deploy after following these procedures, proceed immediately with Steps 44 through 46. 44. Remove the undeployed inflator module(s) from the vehicle. See: CAUTION: When you are carrying an undeployed inflator module: ^ Do not carry the inflator module by the wires or connector on the inflator module. ^ Make sure the bag opening points away from you. When you are storing an undeployed inflator module, make sure the bag opening points away from the surface on which the inflator module rests. When you are storing a steering column, do not rest the column with the bag opening facing down and the column vertical. Provide free space for the air bag to expand in case of an accidental deployment. Otherwise, personal injury may result. 45. Temporarily store the inflator module with its vinyl trim cover facing up. 46. Call the Technical Assistance group for further assistance. Steering Wheel Module TOOL REQUIRED: J 38826 SIR Deployment Harness Deploy the inflator module(s) outside of the vehicle when you intend to return the vehicle to service. Situations that require deploying the inflator module outside the vehicle include the following: ^ Using the SIR Diagnostics, you determine the inflator module does not function correctly. ^ The inflator module is cosmetically damaged such as a scratch or rip in the cover. Figure 15 Figure 16 Figure 17 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9890 ^ The inflator module pigtail (if equipped) is damaged. ^ The inflator module connector is damaged. ^ An inflator module connector terminal is damaged. Deployment and disposal of a malfunctioning inflator module is subject to any required retention period. You must follow these inflator module deployment procedures exactly. Always wear safety glasses during this deployment procedure. Do not remove your safety glasses until the deployed inflator module is scrapped or shipped. Before performing the deployment procedures you should be familiar with servicing the SIR system and with proper handling of the inflator module. Procedures should be read fully before they are performed. The following procedures requires the use of: ^ J 38826 SIR Deployment Harness. ^ The appropriate pigtail adapter. Do not attempt the procedure without J 38826 SIR Deployment Harness and the adapter. CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Clear a space on the ground about 1.85 meters (6 feet) in diameter where the inflator module will be deployed. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. IMPORTANT ^ This information applies only to inflatable restraint steering wheel modules. Refer to Deployment Outside of the Vehicle (Inflatable Restraint I/P Module) for information on inflatable restraint I/P module scrapping. See: Deployment Procedures/Outside of Vehicle/Instrument Panel Module 1. Turn the ignition switch to the LOCK position. 2. Remove the key. 3. Put on safety glasses. Figure 16 Figure 17 4. Inspect J 38826 SIR Deployment Harness and appropriate pigtail adapter for damage. ^ If damage occurs to the SIR Deployment Harness or the pigtail adapter, then obtain a replacement. 5. Short the two SIR Deployment Harness leads together by fully seating one banana plug into the other. ^ Keep the SIR Deployment Harness (1) shorted until the air bag is to be deployed (Figure 15). ^ Do not connect the SIR Deployment Harness to a power source until the air bag is to be deployed (Figure 15). 6. Connect the appropriate pigtail adapter (2) to the SIR Deployment Harness (Figure 15). 7. Remove the inflatable restraint steering wheel module from the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9891 8. Remove the horn lead from the back of the inflatable restraint steering wheel module, if applicable. 9. Remove the redundant steering wheel control lead(s) from the back of the inflatable restraint steering wheel module, if applicable. 10. Remove all horn buttons and steering wheel control buttons from the inflatable restraint steering wheel module, if applicable. CAUTION: When you are carrying an undeployed inflator module: ^ Do not carry the inflator module by the wires or connector on the inflator module. ^ Make sure the bag opening points away from you. When you are storing an undeployed inflator module, make sure the bag opening points away from the surface on which the inflator module rests. When you are storing a steering column, do not rest the column with the bag opening facing down and the column vertical. Provide free space for the air bag to expand in case of an accidental deployment. Otherwise, personal injury may result. 11. Place the inflatable restraint steering wheel module with its vinyl trim cover facing up and away from the surface on a work bench or another surface (Figure 16). 12. Place the inflatable restraint steering wheel module away from all loose or flammable objects. 13. Clear a space on the ground about 1.85 m (6 ft.) in diameter where you intend to deploy the inflatable restraint steering wheel module. If possible, use a paved, outdoor location free of activity. Otherwise, use a space free of activity on the shop floor. Make sure you have sufficient ventilation. 14. Make sure no loose or flammable objects are within the deployment area (Figure 17). 15. Place the inflatable restraint steering wheel module in the space just cleared, with its vinyl trim cover facing up (Figure 17). 16. Extend the SIR Deployment Harness and the pigtail adapter to full length from the inflatable restraint steering wheel module (Figure 18). 17. Place a power source near the shorted end of the SIR Deployment Harness. Use a vehicle battery when available, but always use a power source that complies to the following: ^ 12 volts minimum. ^ 2 amps minimum. IMPORTANT ^ Firmly seat the pigtail adapter into the inflatable restraint steering wheel module connector. Failure to fully seat the connectors may result in nondeployment of the inflator module. Figure 18 Figure 19 18. Connect the inflatable restraint steering wheel module (1) to the pigtail adapter (2) on the SIR Deployment Harness (3) (Figure 19). ^ The deployment harness shall remain shorted until you are ready to deploy the air bag. ^ Do not connect the SIR Deployment Harness to a power source until you are ready to deploy the air bag. ^ The inflator module will immediately deploy when you connect the power source. 19. Clear the area of all people and loose or flammable objects (Figure 17). 20. Make sure that you place the inflatable restraint steering wheel module with its vinyl trim cover facing up. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9892 Figure 20 21. Notify all people in the immediate area before you deploy the inflatable restraint steering wheel module. ^ An inflatable restraint steering wheel module deployment is very loud. ^ The deployment may startle any uninformed people in the area. 22. Separate the two banana plugs on the SIR Deployment Harness (Figure 20). CAUTION: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed: ^ Wear safety glasses throughout the procedures. ^ Make sure the area around the inflator module is clear of all people and loose or flammable objects. ^ Short the deployment harness wires as instructed. ^ Connect the deployment harness to the inflator module before you connect it to the power source. ^ Connect the deployment harness to the power source to immediately deploy the air bag. Failure to follow the procedures in the order listed may result in personal injury. NOTICE: When the air bag deploys, the inflatable restraint steering wheel module may jump about 30 cm (1 foot) vertically. This is a normal reaction of the inflatable restraint steering wheel module to the force of the rapid gas expansion inside the air bag. Figure 21 NOTICE: The rapid gas expansion involved with deploying an air bag is very loud. Notify all people in the immediate area that you intend to deploy the inflatable restraint steering wheel module. 23. Connect the SIR Deployment Harness wires to the power source. This immediately deploys the inflatable restraint steering wheel module (Figure 21). 24. Use a vehicle battery when available, but always use a power source that complies to the following: ^ 12 volts minimum. ^ 2 amps minimum. 25. Disconnect the SIR Deployment Harness from the power source. 26. Short the SIR Deployment Harness leads together by fully seating one banana plug into the other (Figure 15). 27. In the unlikely event that the inflatable restraint steering wheel module did not deploy after following these procedures, proceed immediately with Steps 33 through 36. If the inflatable restraint steering wheel module did deploy, proceed with Steps 28 through 32. 28. Put on a pair of shop gloves to protect your hands from possible heat and irritation when handling the deployed inflatable restraint steering wheel module (Figure 22). After the inflatable restraint steering wheel module has deployed, the surface of the air bag may contain a powdery residue. This powder consists primarily of cornstarch (used to lubricate the bag as it inflates), and by-products of the chemical reaction. The deployment reaction produces sodium hydroxide dust (similar to lye soap). The sodium hydroxide quickly reacts with the atmospheric moisture. This atmospheric moisture converts the sodium hydroxide into sodium carbonate and sodium bicarbonate (baking soda). Therefore, you will probably find no sodium hydroxide present after the deployment. As a precaution gloves and safety glasses are recommended. Gloves and safety glasses help to prevent possible irritation of the skin or eyes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9893 Figure 22 CAUTION: Immediately following the deployment of an air bag, the metal surfaces of the inflator module are very hot, Do not place the deployed inflator module near any flammable objects. Walt for about ten minutes before touching any metal surface of the inflator module. Disregarding these precautions may cause fire or personal injury. The metal canister and the area surrounding the inflatable restraint steering wheel module are very hot. Do not touch the metal areas of the inflatable restraint steering wheel module for about ten minutes after deployment. If you must move the deployed inflatable restraint steering wheel module, use caution. Always wear gloves and handle the inflatable restraint steering wheel module by the air bag or the vinyl trim (Figure 22). 29. Disconnect the pigtail adapter from the inflatable restraint steering wheel module as soon after the deployment as possible. This will prevent the hot inflatable restraint steering wheel module canister from damaging the pigtail adapter, or the SIR Deployment Harness. The pigtail adapter and the SIR Deployment Harness are reusable. 30. Inspect the pigtail adaptor, and the SIR Deployment Harness for damage after each use. Replace the pigtail adapter, or the SIR Deployment Harness, as necessary. 31. Allow the deployed inflatable restraint steering wheel module to cool for at least 10 minutes. Dispose of the deployed inflatable restraint steering wheel module through the normal refuse channels. 32. Wash your hands with a mild soap and water. NOTICE: The remaining steps are to be followed in the unlikely event that the inflatable restraint steering wheel module did not deploy after following these procedures. 33. Make sure that you disconnect the SIR Deployment Harness from the power source. Make sure that you have shorted the two banana plugs together (Figure 15). 34. Disconnect the pigtail adapter from the inflatable restraint steering wheel module. CAUTION: When you are carrying an undeployed inflator module: ^ Do not carry the inflator module by the wires or connector on the inflator module. ^ Make sure the bag opening points away from you. When you are storing an undeployed inflator module, make sure the bag opening points away from the surface on which the inflator module rests. When you are storing a steering column, do not rest the column with the bag opening facing down and the column vertical. Provide free space for the air bag to expand in case of an accidental deployment. Otherwise, personal injury may result. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9894 35. Temporarily store the inflatable restraint steering wheel module with its vinyl trim cover facing up. 36. Call the Technical Assistance group for further assistance. Instrument Panel Module CAUTION: In order to prevent accidental deployment of the air bag which could cause personal injury, do not dispose of an undeployed inflator module as normal shop waste. The undeployed inflator module contains substances that could cause severe illness or personal injury If the sealed container is damaged during disposal. Use the following deployment procedures to safely dispose of an undeployed inflator module. Failure to dispose of an inflator module as instructed may be a violation of federal, state, or local laws. General Motors dealers should refer to the latest General Motors Service Bulletins for live (undeployed) inflatable restraint I/P module scrapping and disposal procedures. All others should contact a local General Motors dealership for live inflatable restraint I/P module scrapping and disposal procedures. Dispose of deployed inflatable restraint I/P modules through normal refuse channels. Driver Air Bag Replacement For removal and replacement procedures of the Steering Wheel Air Bag Module, refer to Steering Column. See: Steering and Suspension/Steering/Steering Column/Service and Repair Handling A Deployed Inflator Module After the inflator module has deployed, the surface of the air bag may contain a powdery residue. This powder consists primarily of cornstarch (used to lubricate the bag as it inflates), and by-products of the chemical reaction. The deployment reaction produces sodium hydroxide dust (similar to lye soap). The sodium hydroxide quickly reacts with the atmospheric moisture. This atmospheric moisture converts the sodium hydroxide into sodium carbonate and sodium bicarbonate (baking soda). Therefore, you will probably find no sodium hydroxide present after the deployment. As a precaution gloves and safety glasses are recommended. Gloves and safety glasses help to prevent possible irritation of the skin or eyes. Scrapping Procedures During the course of a vehicle's useful life, certain situations may arise which will necessitate the disposal of a live (undeployed) inflator module. This information covers proper procedures for disposing of a live inflator module. Before you dispose of a live inflator module, you must deploy the inflator module. Do not dispose of live inflator modules through normal refuse channels. CAUTION: In order to prevent accidental deployment of the air bag which could cause personal injury, do not dispose of an undeployed inflator module as normal shop waste. The undeployed inflator module contains substances that could cause severe illness or personal injury if the sealed container is damaged during disposal. Use the following deployment procedures to safely dispose of an undeployed inflator module. Failure to dispose of an inflator module as instructed may be a violation of federal, state, or local laws. Do not deploy the air bag(s) in the following situations: ^ If you replace an inflator module under warranty. You may need to return the inflator module, undeployed, to Delphi Interiors & Lightings Systems. Refer to the latest service bulletin regarding SIR shipping procedures. ^ If a vehicle is the subject of a Product Liability Report related to the SIR system and is subject to a Preliminary Investigation (GM-1241). DO NOT ALTER the SIR system in any manner. Refer to the latest service bulletin on SIR shipping procedures. ^ If a vehicle is involved in a campaign affecting the inflator modules. Follow instructions in the campaign service bulletin for proper SIR handling and shipping procedures. You can deploy an inflator module inside or outside of the vehicle. The method you use depends upon the final disposition of the vehicle. Read Deployment Outside of the Vehicle and Deployment Inside the Vehicle to decide whether to deploy the inflator module inside or outside of the vehicle. See: Deployment Procedures Shipping Procedures For Live (Undeployed) Inflator Modules Service personnel should refer to the latest service bulletins for proper SIR inflator module shipping procedures. Live (Undeployed) Inflator Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9895 WARNINGS: 1. When you are carrying an undeployed inflator module: ^ Do not carry the inflator module by the wires or connector on the inflator module. ^ Make sure the bag opening points away from you. 2. Take special care when handling and storing a live (undeployed) inflator module. Air bag deployment produces rapid gas generation. This may cause the inflator module, or an object in front of the inflator module, to jettison through the air in the unlikely event of an accidental deployment. 3. When you are storing an undeployed inflator module, make sure the bag opening points away from the surface on which the inflator module rests. when you are storing a steering column, do not rest the column with the bag opening facing down and the column vertical Provide free space for the air bag to expand in case of an accidental deployment. 4. Personal injury may result from any mishandling of the inflator module. For air bag inflator module service procedures, refer to Steering Column / Service and Repair. SIR Passenger Module Replacement Description Remove or Disconnect 1. Disable SIR system. 2. Instrument Panel. 3. Screws to tie bar. 4. Electrical connector. 5. Module. Install or Connect Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Service and Repair > Deployed Inflator Module > Page 9896 1. Module. 2. Electrical connector. 3. Screws to tie bar. 4. Instrument Panel. 5. Enable SIR system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > Customer Interest for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM Air Bag Control Module: Customer Interest Restraints - Class Action Settlement - Reprogram SDM Bulletin No.: 07-09-41-006 Date: August 08, 2007 INFORMATION Subject: SDM Reprogram - Class Action Settlement (U.S. Only) Models: 1997-1999 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass PURPOSE The purpose of this bulletin is to provide GM Dealers with information about Class Action Settlement CJ-2002-424 for certain 1997, 1998 and 1999 Chevrolet Malibu and certain 1997, 1998 and 1999 Oldsmobile Cutlass vehicles. As part of the settlement, GM has agreed to reprogram the air bag sensing and diagnostic module (SDM) at no cost to the customer. Reprogram the SDM in these vehicles if the customer presents a copy of the letter shown. Retain a copy of the customer letter with the CSO. Claims for 1997 and 1998 vehicles need to be H-routed through your ASM for payment approval before submitting a claim. Use the labor operation number and time published in this bulletin to receive payment. The labor operation number in this bulletin is for bulletin use only. It will not be published in the Labor Time Guide. SERVICE PROCEDURE The Tech 2 diagnostic tool must be updated with version 27.004 or later for reprogramming the air bag sensing and diagnostic module (SDM). Turn the ignition switch to the "ON" position and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If the AIR BAG warning lamp does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual before proceeding. Connect the Tech 2 to the vehicle's data link connector (DLC) under the instrument panel. Turn the Tech 2 "ON" by pressing the power button. Press "ENTER" to access the "MAIN MENU". Use the "UP" and "DOWN" buttons (arrows) on the Tech 2 to move the highlight bar to the selections described in the following steps. Select "DIAGNOSTICS" on the "MAIN MENU" screen and press "ENTER". Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > Customer Interest for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM > Page 9905 Select the appropriate model year (1997, 1998, or 1999) on the "VEHICLE IDENTIFICATION" (model years) screen and then press "ENTER". Select "PASSENGER CAR" on the "VEHICLE IDENTIFICATION" (vehicle types) screen and press "ENTER". Select "BODY" on the "SYSTEM SELECTION MENU" screen and then press "ENTER". Select the letter "N" on the "VEHICLE IDENTIFICATION" (car product lines) screen and press "ENTER". Select the appropriate GM nameplate (Chevrolet or Oldsmobile) on the "VEHICLE IDENTIFICATION" (nameplate) screen and press "ENTER". ^ For 1997-1998 Chevrolet select the appropriate vehicle series (Malibu or NE Malibu LS) on the vehicle series screen and press "ENTER". ^ For 1999 Chevrolet select the appropriate vehicle series Malibu on the vehicle series screen and press "ENTER". ^ For 1997-1999 Oldsmobile select the appropriate vehicle series (NB Cutlass or NG Cutlass GLS) on the vehicle series screen and press "ENTER". Select "SUPPLEMENTAL INFLATABLE RESTRAINT" on the "BODY" screen and press "ENTER". Confirm that the ignition switch is still in the "ON" position (engine not running). Select "SPECIAL FUNCTIONS" on the "SUPPLEMENTAL INFLATABLE RESTRAINT" screen and press "ENTER". Select "SDM REPROGRAMMING" on the "SPECIAL FUNCTIONS" screen and press "ENTER". Follow the on screen instructions. If the vehicle has previously had the SDM replaced with an updated version, the Tech-2 will display: "procedure not required". After reprogramming is complete, turn the ignition switch to "OFF" and disconnect the Tech 2 from the vehicle's DLC. Turn the ignition switch to "ON" and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If it does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual. Warranty Information Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM Air Bag Control Module: All Technical Service Bulletins Restraints - Class Action Settlement Reprogram SDM Bulletin No.: 07-09-41-006 Date: August 08, 2007 INFORMATION Subject: SDM Reprogram - Class Action Settlement (U.S. Only) Models: 1997-1999 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass PURPOSE The purpose of this bulletin is to provide GM Dealers with information about Class Action Settlement CJ-2002-424 for certain 1997, 1998 and 1999 Chevrolet Malibu and certain 1997, 1998 and 1999 Oldsmobile Cutlass vehicles. As part of the settlement, GM has agreed to reprogram the air bag sensing and diagnostic module (SDM) at no cost to the customer. Reprogram the SDM in these vehicles if the customer presents a copy of the letter shown. Retain a copy of the customer letter with the CSO. Claims for 1997 and 1998 vehicles need to be H-routed through your ASM for payment approval before submitting a claim. Use the labor operation number and time published in this bulletin to receive payment. The labor operation number in this bulletin is for bulletin use only. It will not be published in the Labor Time Guide. SERVICE PROCEDURE The Tech 2 diagnostic tool must be updated with version 27.004 or later for reprogramming the air bag sensing and diagnostic module (SDM). Turn the ignition switch to the "ON" position and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If the AIR BAG warning lamp does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual before proceeding. Connect the Tech 2 to the vehicle's data link connector (DLC) under the instrument panel. Turn the Tech 2 "ON" by pressing the power button. Press "ENTER" to access the "MAIN MENU". Use the "UP" and "DOWN" buttons (arrows) on the Tech 2 to move the highlight bar to the selections described in the following steps. Select "DIAGNOSTICS" on the "MAIN MENU" screen and press "ENTER". Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM > Page 9911 Select the appropriate model year (1997, 1998, or 1999) on the "VEHICLE IDENTIFICATION" (model years) screen and then press "ENTER". Select "PASSENGER CAR" on the "VEHICLE IDENTIFICATION" (vehicle types) screen and press "ENTER". Select "BODY" on the "SYSTEM SELECTION MENU" screen and then press "ENTER". Select the letter "N" on the "VEHICLE IDENTIFICATION" (car product lines) screen and press "ENTER". Select the appropriate GM nameplate (Chevrolet or Oldsmobile) on the "VEHICLE IDENTIFICATION" (nameplate) screen and press "ENTER". ^ For 1997-1998 Chevrolet select the appropriate vehicle series (Malibu or NE Malibu LS) on the vehicle series screen and press "ENTER". ^ For 1999 Chevrolet select the appropriate vehicle series Malibu on the vehicle series screen and press "ENTER". ^ For 1997-1999 Oldsmobile select the appropriate vehicle series (NB Cutlass or NG Cutlass GLS) on the vehicle series screen and press "ENTER". Select "SUPPLEMENTAL INFLATABLE RESTRAINT" on the "BODY" screen and press "ENTER". Confirm that the ignition switch is still in the "ON" position (engine not running). Select "SPECIAL FUNCTIONS" on the "SUPPLEMENTAL INFLATABLE RESTRAINT" screen and press "ENTER". Select "SDM REPROGRAMMING" on the "SPECIAL FUNCTIONS" screen and press "ENTER". Follow the on screen instructions. If the vehicle has previously had the SDM replaced with an updated version, the Tech-2 will display: "procedure not required". After reprogramming is complete, turn the ignition switch to "OFF" and disconnect the Tech 2 from the vehicle's DLC. Turn the ignition switch to "ON" and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If it does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual. Warranty Information Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > Page 9912 Air Bag Control Module: Specifications Inflatable Restraint Sensing and Diagnostic Module Fasteners 10.0 N.m (89 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Locations > System Component Locations Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Locations > System Component Locations > Page 9915 Under RF Seat Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Locations > Page 9916 Sensing Diagnostic Module (SDM) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Locations > Page 9917 Air Bag Control Module: Description and Operation Description Description CAUTION: Be careful when you handle a Sensing and Diagnostic Module (SDM). Do not strike or Jolt the SDM. Before applying power to the SDM: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Locations > Page 9918 ^Remove any dirt grease, etc. from the mounting surface. ^ Position the SDM horizontally on the mounting surface. ^ Point the arrow on the SDM toward the front of the vehicle. ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. The inflatable restraint Sensing and Diagnostic Module (SDM) performs the following factions in the SIR system. ^ Energy Reserve-The SDM maintains 23 Volt Loop Reserve (23 VLR) energy supplies to provide deployment energy. Ignition voltage can provide deployment energy if the 23 Volt Loop Reserves malfunction. ^ Frontal Crash Detection-The SDM monitors vehicle velocity changes to detect frontal crashes that are severe enough to warrant deployment. ^ Air Bag Deployment-During a frontal crash of sufficient force, the SDM will cause enough current to flow through the inflatable modules to deploy the air bags. ^ Frontal Crash Recording-The SDM records information regarding the SIR system status during a frontal crash. ^ Malfunction Detection-The SDM performs diagnostic monitoring of the SIR system electrical components. Upon detection of a circuit malfunction, the SDM will set a diagnostic trouble code. ^ Malfunction Diagnosis-The SDM displays SIR diagnostic trouble codes and system status information through the use of a scan tool. ^ Driver Notification-The SDM warns the vehicle driver of SIR system malfunctions by controlling the AIR BAG warning lamp. The SDM connects to the SIR wiring harness using a 12-way connector. The SDM harness connector uses a shorting bar across certain terminals in the contact area. Removal of the SDM Connector Position Assurance (CPA) or the harness connector itself will connect the AIR BAG warning lamp to ground through the shorting bar. The AIR BAG warning lamp will come ON steady with power applied to the SDM when either one of the following two conditions exist: ^ You remove the SDM CPA. ^ You disconnect the SDM harness connector. The SDM receives power whenever the ignition switch is at the RUN or START positions. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions Air Bag Control Module: Service and Repair Important Preliminary Precautions Description CAUTION: Be careful when you handle a Sensing and Diagnostic Module SDM). Do not strike or jolt the SDM Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface. ^ Position the SDM horizontally on the mounting surface. ^ Point the arrow on the SDM toward the front of the vehicle. ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. CAUTION: If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing and Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Air Bag(s) Arming and Disarming for instructions on how to disable the SIR system. See: Air Bag(s) Arming and Disarming/Service and Repair With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you MUST: ^ Remove all water. ^ Repair the water damage. ^ Replace the SDM harness connector. ^ Replace the SDM. Failure to follow these procedures could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions > Page 9921 Air Bag Control Module: Service and Repair Install or Connect INSTALL OR CONNECT 1. Inflatable restraint Sensing and Diagnostic Module (SDM) to the vehicle, make sure the arrow is pointing toward the front of the vehicle. 2. SDM fasteners. TIGHTEN ^ Fasteners to 10.0 N.m (89 lb in.). 3. Electrical connector and the CPA. 4. Carpet and the passenger front carpet retainer. Refer to floor carpet in Seats and Carpet. 5. Passenger front seat. Refer to front seat in Seats and Carpet. ^ Enable the SIR system. Refer to Enabling the SIR System. See: Air Bag(s) Arming and Disarming/Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions > Page 9922 Air Bag Control Module: Service and Repair Remove or Disconnect REMOVE OR DISCONNECT ^ Disable the SIR system. Refer to Disabling the SIR System. See: Air Bag(s) Arming and Disarming/Service and Repair 1. Passenger front seat. Refer to front seat in Seats and Carpet. 2. Passenger front carpet retainer, then roll back the carpet. Refer to floor carpet in Seats and Carpet. 3. Connector Position Assurance (CPA) and the electrical connector. 4. Fasteners from the inflatable restraint Sensing and Diagnostic Module (SDM). 5. SDM from the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions > Page 9923 Air Bag Control Module: Service and Repair Repair of Mounting Studs and/or Bracket First Repair IMPORTANT ^ The following procedures should be utilized in the event that Sensing and Diagnostic Module (SDM) mounting holes or fasteners are damaged to the extent that the SDM can no longer he properly mounted. FIRST REPAIR 1. Remove stripped fastener and discard. 2. Attach SDM with new fastener GM P/N 10267482. TIGHTEN ^ Fastener to 5.0 N.m (44 lb. in.). Second Repair IMPORTANT ^ The following procedures should be utilized in the event that Sensing and Diagnostic Module (SDM) mounting holes or fasteners are damaged to the extent that the SDM can no longer he properly mounted. SECOND REPAIR 1. Remove stripped fastener and discard. 2. Enlarge hole in floor pan to 10 mm. 3. Install riv-nut GM P/N 10237960, air tool is recommended. 4. Attach SDM with new fastener GM P/N 3538573. TIGHTEN ^ Fastener to 5.0 N.m (44 lb. in.). Use hand tools only to achieve fastener torque. This will prevent stripping of the replacement fastener. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > SIR Coil Assembly <--> [Clockspring Assembly / Spiral Cable, Air Bag] > Component Information > Locations LH Side Of I/P, Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > SIR Coil Assembly <--> [Clockspring Assembly / Spiral Cable, Air Bag] > Component Information > Diagrams > C1 SIR Coil Assembly C1: Cruise Control Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > SIR Coil Assembly <--> [Clockspring Assembly / Spiral Cable, Air Bag] > Component Information > Diagrams > C1 > Page 9929 SIR Coil Assembly: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > SIR Coil Assembly <--> [Clockspring Assembly / Spiral Cable, Air Bag] > Component Information > Diagrams > Page 9930 SIR Coil Assembly: Description and Operation Description The inflatable restraint steering wheel module coil consists of two or more current-carrying coils. The inflatable restraint steering wheel module coil attaches to the steering column. Two of the current-carrying coils allow rotation of the steering wheel while maintaining continuous contact of the driver deployment loop to the inflatable restraint steering wheel module. There is a shorting bar on the yellow 2-way connector near the base of the steering column that connects the inflatable restraint steering wheel module coil to the SIR wiring harness. The shorting bar shorts the circuits to the inflatable restraint steering wheel module coil and inflatable restraint steering wheel module during the disconnection of the yellow 2-way connector. The shorting of the inflatable restraint steering wheel module coil and inflatable restraint steering wheel module Circuitry will help prevent unwanted deployment of the air bag when servicing the steering column or other SIR system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Seat Occupant Sensor > Component Information > Technical Service Bulletins > Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Malfunction Lamp / Indicator, Air Bag > Component Information > Technical Service Bulletins > Customer Interest for Malfunction Lamp / Indicator: > 83-81-34 > Mar > 99 > SIR - Operating Vehicle with Warning Light On Malfunction Lamp / Indicator: Customer Interest SIR - Operating Vehicle with Warning Light On File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-34 Date: March, 1999 INFORMATION Subject: Operating Vehicle with Supplemental Inflatable Restraint (SIR) Warning Light Illuminated Models: 1999 and Prior Passenger Cars and Light Duty Trucks with SDM Controlled Air Bag System The AIR BAG warning light is the key to driver notification of Supplemental Inflatable Restraint (SIR) system malfunctions. When the warning light remains illuminated or continues to flash, one or more of the following conditions may occur if vehicle operation is continued. ^ Non-deployment of the air bags in the event of a crash. ^ Deployment of the air bags without a crash. ^ Deployment of the air bags in crashes less severe than intended. If an AIR BAG warning light is illuminated or flashing, you should advise the customer of these possibilities and that the vehicle should be serviced right away. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Malfunction Lamp / Indicator, Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Malfunction Lamp / Indicator: > 83-81-34 > Mar > 99 > SIR - Operating Vehicle with Warning Light On Malfunction Lamp / Indicator: All Technical Service Bulletins SIR - Operating Vehicle with Warning Light On File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-34 Date: March, 1999 INFORMATION Subject: Operating Vehicle with Supplemental Inflatable Restraint (SIR) Warning Light Illuminated Models: 1999 and Prior Passenger Cars and Light Duty Trucks with SDM Controlled Air Bag System The AIR BAG warning light is the key to driver notification of Supplemental Inflatable Restraint (SIR) system malfunctions. When the warning light remains illuminated or continues to flash, one or more of the following conditions may occur if vehicle operation is continued. ^ Non-deployment of the air bags in the event of a crash. ^ Deployment of the air bags without a crash. ^ Deployment of the air bags in crashes less severe than intended. If an AIR BAG warning light is illuminated or flashing, you should advise the customer of these possibilities and that the vehicle should be serviced right away. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Malfunction Lamp / Indicator, Air Bag > Component Information > Technical Service Bulletins > Page 9948 Malfunction Lamp / Indicator: Description and Operation Description The AIR BAG warning lamp is an icon graphic (Figure 5). The ignition switch applies ignition voltage to the AIR BAG warning lamp. The AIR BAG warning lamp receives power whenever the ignition switch is at the RUN or START positions. The inflatable restraint Sensing and Diagnostic Module ( SDM) controls the lamp by providing ground with a lamp driver. The SIR system uses the AIR BAG warning lamp to do the following: ^ Verify lamp and SDM operation by flashing the lamp seven times when the ignition switch is first turned to the RUN position. ^ Warn the vehicle driver of SIR electrical system malfunctions which could potentially affect the operation of the SIR system. These malfunctions could result in non-deployment in case of a frontal crash or deployment for conditions less severe than intended. The AIR BAG warning lamp is the key to driver notification of SIR system malfunctions. For proper lamp operation, refer to SIR Diagnostic System Check. See: Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Head Restraint System > System Information > Technical Service Bulletins > Restraints - Driver/Passenger Seat Head Rest Information Head Restraint System: Technical Service Bulletins Restraints - Driver/Passenger Seat Head Rest Information INFORMATION Bulletin No.: 10-08-50-003A Date: March 24, 2011 Subject: Information on Driver or Passenger Seat Head Restraint Concerns with Comfort, Custom Upholstery or Other Comfort Enhancing Devices Models: 2012 and Prior GM Passenger Cars and Trucks Equipped with Adjustable Head Restraints Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 10-08-50-003 (Section 08 - Body and Accessories). Important ON A GM VEHICLE EQUIPPED WITH ADJUSTABLE HEAD RESTRAINTS, USE THE HEAD RESTRAINT COVERS, FOAM AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER OR REPOSITION THE HEAD RESTRAINT SYSTEM. ANY ALTERATIONS TO HEAD RESTRAINTS DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER DESIGN ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. You may have a customer with a concern that the head restraint is uncomfortable or sits too far forward. The front driver and passenger seats are equipped with head restraints that have been designed to help minimize injuries while still providing comfort to the occupants. Each GM vehicle has its own specifically designed head restraint. The head restraints should only be used in the vehicle for which they were designed. The head restraint will not operate to its design intent if the original foam is replaced (1) by non-GM foam or head restraint, (2) by GM foam or head restraint designed for a different vehicle, (3) by GM foam or head restraint that has been altered by a trim shop or (4) if any object, such as an aftermarket comfort enhancing pad or device, is installed. Never modify the design of the head restraint or remove the head restraint from the vehicle as this may interfere with the operation of the seating and restraint systems and may prevent proper positioning of the passenger within the vehicle. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Knee Diverter > Component Information > Description and Operation Knee Diverter: Description and Operation Description The knee bolsters absorb energy and control the forward movement of the vehicle's front seat occupants during a frontal crash, by limiting leg movement. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > Customer Interest for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM Air Bag Control Module: Customer Interest Restraints - Class Action Settlement - Reprogram SDM Bulletin No.: 07-09-41-006 Date: August 08, 2007 INFORMATION Subject: SDM Reprogram - Class Action Settlement (U.S. Only) Models: 1997-1999 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass PURPOSE The purpose of this bulletin is to provide GM Dealers with information about Class Action Settlement CJ-2002-424 for certain 1997, 1998 and 1999 Chevrolet Malibu and certain 1997, 1998 and 1999 Oldsmobile Cutlass vehicles. As part of the settlement, GM has agreed to reprogram the air bag sensing and diagnostic module (SDM) at no cost to the customer. Reprogram the SDM in these vehicles if the customer presents a copy of the letter shown. Retain a copy of the customer letter with the CSO. Claims for 1997 and 1998 vehicles need to be H-routed through your ASM for payment approval before submitting a claim. Use the labor operation number and time published in this bulletin to receive payment. The labor operation number in this bulletin is for bulletin use only. It will not be published in the Labor Time Guide. SERVICE PROCEDURE The Tech 2 diagnostic tool must be updated with version 27.004 or later for reprogramming the air bag sensing and diagnostic module (SDM). Turn the ignition switch to the "ON" position and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If the AIR BAG warning lamp does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual before proceeding. Connect the Tech 2 to the vehicle's data link connector (DLC) under the instrument panel. Turn the Tech 2 "ON" by pressing the power button. Press "ENTER" to access the "MAIN MENU". Use the "UP" and "DOWN" buttons (arrows) on the Tech 2 to move the highlight bar to the selections described in the following steps. Select "DIAGNOSTICS" on the "MAIN MENU" screen and press "ENTER". Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > Customer Interest for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM > Page 9965 Select the appropriate model year (1997, 1998, or 1999) on the "VEHICLE IDENTIFICATION" (model years) screen and then press "ENTER". Select "PASSENGER CAR" on the "VEHICLE IDENTIFICATION" (vehicle types) screen and press "ENTER". Select "BODY" on the "SYSTEM SELECTION MENU" screen and then press "ENTER". Select the letter "N" on the "VEHICLE IDENTIFICATION" (car product lines) screen and press "ENTER". Select the appropriate GM nameplate (Chevrolet or Oldsmobile) on the "VEHICLE IDENTIFICATION" (nameplate) screen and press "ENTER". ^ For 1997-1998 Chevrolet select the appropriate vehicle series (Malibu or NE Malibu LS) on the vehicle series screen and press "ENTER". ^ For 1999 Chevrolet select the appropriate vehicle series Malibu on the vehicle series screen and press "ENTER". ^ For 1997-1999 Oldsmobile select the appropriate vehicle series (NB Cutlass or NG Cutlass GLS) on the vehicle series screen and press "ENTER". Select "SUPPLEMENTAL INFLATABLE RESTRAINT" on the "BODY" screen and press "ENTER". Confirm that the ignition switch is still in the "ON" position (engine not running). Select "SPECIAL FUNCTIONS" on the "SUPPLEMENTAL INFLATABLE RESTRAINT" screen and press "ENTER". Select "SDM REPROGRAMMING" on the "SPECIAL FUNCTIONS" screen and press "ENTER". Follow the on screen instructions. If the vehicle has previously had the SDM replaced with an updated version, the Tech-2 will display: "procedure not required". After reprogramming is complete, turn the ignition switch to "OFF" and disconnect the Tech 2 from the vehicle's DLC. Turn the ignition switch to "ON" and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If it does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual. Warranty Information Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM Air Bag Control Module: All Technical Service Bulletins Restraints - Class Action Settlement Reprogram SDM Bulletin No.: 07-09-41-006 Date: August 08, 2007 INFORMATION Subject: SDM Reprogram - Class Action Settlement (U.S. Only) Models: 1997-1999 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass PURPOSE The purpose of this bulletin is to provide GM Dealers with information about Class Action Settlement CJ-2002-424 for certain 1997, 1998 and 1999 Chevrolet Malibu and certain 1997, 1998 and 1999 Oldsmobile Cutlass vehicles. As part of the settlement, GM has agreed to reprogram the air bag sensing and diagnostic module (SDM) at no cost to the customer. Reprogram the SDM in these vehicles if the customer presents a copy of the letter shown. Retain a copy of the customer letter with the CSO. Claims for 1997 and 1998 vehicles need to be H-routed through your ASM for payment approval before submitting a claim. Use the labor operation number and time published in this bulletin to receive payment. The labor operation number in this bulletin is for bulletin use only. It will not be published in the Labor Time Guide. SERVICE PROCEDURE The Tech 2 diagnostic tool must be updated with version 27.004 or later for reprogramming the air bag sensing and diagnostic module (SDM). Turn the ignition switch to the "ON" position and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If the AIR BAG warning lamp does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual before proceeding. Connect the Tech 2 to the vehicle's data link connector (DLC) under the instrument panel. Turn the Tech 2 "ON" by pressing the power button. Press "ENTER" to access the "MAIN MENU". Use the "UP" and "DOWN" buttons (arrows) on the Tech 2 to move the highlight bar to the selections described in the following steps. Select "DIAGNOSTICS" on the "MAIN MENU" screen and press "ENTER". Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Bag Control Module: > 07-09-41-006 > Aug > 07 > Restraints - Class Action Settlement - Reprogram SDM > Page 9971 Select the appropriate model year (1997, 1998, or 1999) on the "VEHICLE IDENTIFICATION" (model years) screen and then press "ENTER". Select "PASSENGER CAR" on the "VEHICLE IDENTIFICATION" (vehicle types) screen and press "ENTER". Select "BODY" on the "SYSTEM SELECTION MENU" screen and then press "ENTER". Select the letter "N" on the "VEHICLE IDENTIFICATION" (car product lines) screen and press "ENTER". Select the appropriate GM nameplate (Chevrolet or Oldsmobile) on the "VEHICLE IDENTIFICATION" (nameplate) screen and press "ENTER". ^ For 1997-1998 Chevrolet select the appropriate vehicle series (Malibu or NE Malibu LS) on the vehicle series screen and press "ENTER". ^ For 1999 Chevrolet select the appropriate vehicle series Malibu on the vehicle series screen and press "ENTER". ^ For 1997-1999 Oldsmobile select the appropriate vehicle series (NB Cutlass or NG Cutlass GLS) on the vehicle series screen and press "ENTER". Select "SUPPLEMENTAL INFLATABLE RESTRAINT" on the "BODY" screen and press "ENTER". Confirm that the ignition switch is still in the "ON" position (engine not running). Select "SPECIAL FUNCTIONS" on the "SUPPLEMENTAL INFLATABLE RESTRAINT" screen and press "ENTER". Select "SDM REPROGRAMMING" on the "SPECIAL FUNCTIONS" screen and press "ENTER". Follow the on screen instructions. If the vehicle has previously had the SDM replaced with an updated version, the Tech-2 will display: "procedure not required". After reprogramming is complete, turn the ignition switch to "OFF" and disconnect the Tech 2 from the vehicle's DLC. Turn the ignition switch to "ON" and verify that the "AIR BAG" warning lamp flashes seven (7) times and then turns "OFF". If it does not operate as described, perform the SIR diagnostic system check as described in the appropriate service manual. Warranty Information Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Technical Service Bulletins > Page 9972 Air Bag Control Module: Specifications Inflatable Restraint Sensing and Diagnostic Module Fasteners 10.0 N.m (89 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Locations > System Component Locations Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Locations > System Component Locations > Page 9975 Under RF Seat Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Locations > Page 9976 Sensing Diagnostic Module (SDM) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Locations > Page 9977 Air Bag Control Module: Description and Operation Description Description CAUTION: Be careful when you handle a Sensing and Diagnostic Module (SDM). Do not strike or Jolt the SDM. Before applying power to the SDM: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Locations > Page 9978 ^Remove any dirt grease, etc. from the mounting surface. ^ Position the SDM horizontally on the mounting surface. ^ Point the arrow on the SDM toward the front of the vehicle. ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. The inflatable restraint Sensing and Diagnostic Module (SDM) performs the following factions in the SIR system. ^ Energy Reserve-The SDM maintains 23 Volt Loop Reserve (23 VLR) energy supplies to provide deployment energy. Ignition voltage can provide deployment energy if the 23 Volt Loop Reserves malfunction. ^ Frontal Crash Detection-The SDM monitors vehicle velocity changes to detect frontal crashes that are severe enough to warrant deployment. ^ Air Bag Deployment-During a frontal crash of sufficient force, the SDM will cause enough current to flow through the inflatable modules to deploy the air bags. ^ Frontal Crash Recording-The SDM records information regarding the SIR system status during a frontal crash. ^ Malfunction Detection-The SDM performs diagnostic monitoring of the SIR system electrical components. Upon detection of a circuit malfunction, the SDM will set a diagnostic trouble code. ^ Malfunction Diagnosis-The SDM displays SIR diagnostic trouble codes and system status information through the use of a scan tool. ^ Driver Notification-The SDM warns the vehicle driver of SIR system malfunctions by controlling the AIR BAG warning lamp. The SDM connects to the SIR wiring harness using a 12-way connector. The SDM harness connector uses a shorting bar across certain terminals in the contact area. Removal of the SDM Connector Position Assurance (CPA) or the harness connector itself will connect the AIR BAG warning lamp to ground through the shorting bar. The AIR BAG warning lamp will come ON steady with power applied to the SDM when either one of the following two conditions exist: ^ You remove the SDM CPA. ^ You disconnect the SDM harness connector. The SDM receives power whenever the ignition switch is at the RUN or START positions. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions Air Bag Control Module: Service and Repair Important Preliminary Precautions Description CAUTION: Be careful when you handle a Sensing and Diagnostic Module SDM). Do not strike or jolt the SDM Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface. ^ Position the SDM horizontally on the mounting surface. ^ Point the arrow on the SDM toward the front of the vehicle. ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. CAUTION: If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing and Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Air Bag(s) Arming and Disarming for instructions on how to disable the SIR system. See: Air Bag Systems/Air Bag(s) Arming and Disarming/Service and Repair With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you MUST: ^ Remove all water. ^ Repair the water damage. ^ Replace the SDM harness connector. ^ Replace the SDM. Failure to follow these procedures could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions > Page 9981 Air Bag Control Module: Service and Repair Install or Connect INSTALL OR CONNECT 1. Inflatable restraint Sensing and Diagnostic Module (SDM) to the vehicle, make sure the arrow is pointing toward the front of the vehicle. 2. SDM fasteners. TIGHTEN ^ Fasteners to 10.0 N.m (89 lb in.). 3. Electrical connector and the CPA. 4. Carpet and the passenger front carpet retainer. Refer to floor carpet in Seats and Carpet. 5. Passenger front seat. Refer to front seat in Seats and Carpet. ^ Enable the SIR system. Refer to Enabling the SIR System. See: Air Bag Systems/Air Bag(s) Arming and Disarming/Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions > Page 9982 Air Bag Control Module: Service and Repair Remove or Disconnect REMOVE OR DISCONNECT ^ Disable the SIR system. Refer to Disabling the SIR System. See: Air Bag Systems/Air Bag(s) Arming and Disarming/Service and Repair 1. Passenger front seat. Refer to front seat in Seats and Carpet. 2. Passenger front carpet retainer, then roll back the carpet. Refer to floor carpet in Seats and Carpet. 3. Connector Position Assurance (CPA) and the electrical connector. 4. Fasteners from the inflatable restraint Sensing and Diagnostic Module (SDM). 5. SDM from the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Service and Repair > Important Preliminary Precautions > Page 9983 Air Bag Control Module: Service and Repair Repair of Mounting Studs and/or Bracket First Repair IMPORTANT ^ The following procedures should be utilized in the event that Sensing and Diagnostic Module (SDM) mounting holes or fasteners are damaged to the extent that the SDM can no longer he properly mounted. FIRST REPAIR 1. Remove stripped fastener and discard. 2. Attach SDM with new fastener GM P/N 10267482. TIGHTEN ^ Fastener to 5.0 N.m (44 lb. in.). Second Repair IMPORTANT ^ The following procedures should be utilized in the event that Sensing and Diagnostic Module (SDM) mounting holes or fasteners are damaged to the extent that the SDM can no longer he properly mounted. SECOND REPAIR 1. Remove stripped fastener and discard. 2. Enlarge hole in floor pan to 10 mm. 3. Install riv-nut GM P/N 10237960, air tool is recommended. 4. Attach SDM with new fastener GM P/N 3538573. TIGHTEN ^ Fastener to 5.0 N.m (44 lb. in.). Use hand tools only to achieve fastener torque. This will prevent stripping of the replacement fastener. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming Air Bag(s) Arming and Disarming: Service and Repair Air Bag Disarming and Arming Disabling the SIR System Description Description REMOVE OR DISCONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 9989 ^ Turn the steering wheel to the straight ahead position. ^ Remove the key from the ignition switch. 1. The AIR BAG fuse from the I/P fuse block. 2. The I/P insulator left side. 3. The Connector Position Assurance (CPA) and the driver yellow 2-way connector located at the base of the steering column. 4. The I/P compartment door. 5. The Connector Position Assurance (CPA) and the passenger yellow 2-way connector located behind the I/P compartment door. IMPORTANT With the AIR BAG fuse removed and the ignition switch in the RUN position, the AIR BAG warning lamp Illuminates. This is normal operation and does not indicate a SIR system malfunction. Enabling the SIR System Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 9990 Description INSTALL OR CONNECT ^ Remove the key from the ignition switch. 1. Passenger yellow 2-way connector and the CPA located behind the Instrument panel compartment. 2. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Console. 3. Driver yellow 2-way connector and the CPA located at the base of the steering column. 4. Instrument Cluster insulator (left side). Refer to instrument panel in Instrument Panel, Gauges and Console. 5. The AIR BAG Fuse to the LH I/P Bussed Electrical Center (LH I/P BEC). Refer to Power Distribution in Diagrams. ^ Staying well away from both air bags, turn the ignition switch to the RUN position. Verify that the AIR BAG warning lamp flashes seven times and then stays off. If the AIR BAG warning lamp does not operate as described, perform the SIR DIAGNOSTIC SYSTEM CHECK. See: Air Bag Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 9991 Air Bag(s) Arming and Disarming: Service and Repair General Service Precautions CAUTION: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Use the following procedure to temporarily disable the I/P system. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. The inflatable restraint sensing and diagnostic module maintains a reserve energy supply. When the vehicle power is insufficient to cause deployment of the air bags, the reserve energy supply provides the deployment power. Deployment power is available for as much as 10 minutes after disconnecting the vehicle power by any of the following methods: ^ You turn off the ignition switch. ^ You remove the fuse that provides power to the inflatable restraint sensing and diagnostic module. ^ You disconnect the vehicle battery from the vehicle electrical system. Disabling the SIR System prevents deploying of the air bags from the reserve energy supply power. Refer to Disabling the SIR System. See: Air Bag Disarming and Arming/Disabling the SIR System Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Child Restraint > Child Seat Tether Attachment > Component Information > Technical Service Bulletins > Restraints - Child Seat Top Teather Attachment Kits Child Seat Tether Attachment: Technical Service Bulletins Restraints - Child Seat Top Teather Attachment Kits Bulletin No.: 99-09-40-004a Date: April 12, 2005 INFORMATION Subject: Top Tether Hardware Package for Child Restraint Seats Models: 1989-2002 Passenger Cars, Light Duty Trucks and Multi-Purpose Passenger Vehicles (Except EV1 and Prizm) Supercede: This bulletin is being revised to add the 2000-2002 model years. Please discard Corporate Bulletin Number 99-09-40-009 (Section 09 - Restraints). Important: GM of Canada and IPC Dealers are not authorized to utilize this service bulletin. Beginning in August, 1997 General Motors began providing Child Restraint Seat Top Tether Hardware Packages to customers in the United States who requested them. The Top Tether Hardware Package contains the necessary hardware for anchoring a forward facing child restraint seat top tether. One Child Restraint Seat Top Tether Hardware Package will be provided per vehicle to the retail customer at no charge for installation. Charges for installation of additional Top Tether Hardware Packages per vehicle are the responsibility of the customer. Most forward facing child restraint seats (CRS) sold in the United States prior to calendar year 1999 were not sold with top tether straps, but have provisions for them. Top tethers, which are required in Canada, can help to better secure the seat in the vehicle. When a forward facing CRS including a top tether is used, specially designed components must be used to secure the child seat top tether. These components are included in the Hardware Package from GMSPO. Top tethers are not normally required or used with rearward facing infant restraint seats. Rearward facing infant restraint seats should never be secured in the front seat of an air bag equipped vehicle unless the vehicle is equipped with an air bag de-activation (shut-off) switch and the switch has been used to turn the air bag off. Should a retail customer request installation of a Tether Hardware Package at the time of sale or delivery, it is to be installed at no charge to the owner. The labor to install a Tether Hardware Package prior to delivery of a new vehicle to the customer is considered to be part of the delivery "get ready process", and as such, is not claimable. Claiming for the cost and applicable handling allowance of the proper Tether Hardware Package used in the installation is allowed. If the customer requests installation of a Tether Hardware Package some time after delivery, the package is to be provided free of charge. Hardware Packages include installation instructions which are easily followed and can be installed by most customers. However, should the customer request the dealership's assistance to install the Tether Hardware Package, it is to be installed at no charge to the customer and the labor may be claimed. All claims submitted for installation labor of an approved Tether Hardware Package must be supported by a signed customer work order. Additional Hardware Packages and installation charges are the responsibility of the customer. In addition, passenger vehicle deliveries, including vans and sport utilities for daily rental usage, may have one tether hardware package supplied. Additional packages are the owner's responsibility. Dealers may claim appropriate parts under these circumstances. Sufficient quantities of parts should be ordered in advance of the arrival of vehicles to avoid delays. Important: When installing a Child Restraint Seat Top Tether Hardware Package, follow the installation instructions included in the package. Additional information about specific mounting locations and installations may be available in the Seat Belt Section (Sections 9, 10-10, 10-11 or 10A) I of the appropriate Service Manual, or the Restraints section of SI. Any questions regarding this policy should be directed to your Area Manager, Parts or Service. Parts Information For Top Tether Hardware Package part numbers and usage, see Group 14.870 (passenger cars & U-van), or Group 16.710 (Light Duty Truck) of the appropriate GMSPO Parts Catalog. In addition, they can also be found in Accessories Group 21.042. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Child Restraint > Child Seat Tether Attachment > Component Information > Technical Service Bulletins > Restraints - Child Seat Top Teather Attachment Kits > Page 9997 Warranty Information The dealership will be reimbursed for the parts and labor, if applicable, through the submission of a regular warranty claim. All claims submitted must be supported by a signed customer work order. Purchase and installation of additional Hardware Packages is the responsibility of the customer. For Top Tether Hardware Packages installed in the United States, submit as a normal warranty claim using the labor operations and time allowances shown. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Buckle > Component Information > Technical Service Bulletins > Customer Interest for Seat Belt Buckle: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues Seat Belt Buckle: Customer Interest Restraints - Seat Belt Warning Lamp On/Buckling Issues INFORMATION Bulletin No.: 09-09-40-001A Date: February 02, 2011 Subject: Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7 X Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-09-40-001 (Section 09 - Restraints). This bulletin is being published to advise dealers about seat belt buckles not operating and/or seat belt warning light illumination, as well as difficulty latching and unlatching the buckle or the buckle release button sticking. Analysis of warranty data has determined that this condition may be caused by sticky beverages being spilled onto or into the seat belt buckle assembly. Foreign debris from food, candy wrappers, paper and coins can also contribute to this condition. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise the customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. Important Never insert anything other than the seat belt latch plate into the buckle assembly. Do not attempt to dig anything out of a buckle with a tool. Never try to wash out a buckle to remove a spilled liquid as this may damage the buckle. Use the following steps to determine the cause of the concern. 1. Inspect the buckle assembly with a light shining on the latch plate insertion area. Look for any debris or foreign objects in the buckle. 2. If any debris or foreign objects are observed, try to vacuum out the item. After the foreign material is removed, latch and unlatch the seat belt. If the system functions properly, do not replace the seat belt buckle assembly. 3. If the condition has not been corrected, inspect the buckle assembly for any sticky residue. If sticky residue is found, inform the customer that a substance was spilled on the seat belt buckle assembly causing the malfunction. The buckle assembly will need to be replaced at the customer's expense. 4. Refer to SI for seat belt component replacement. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced at the customer's expense. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. 5. If further restraint diagnosis is required, refer to Seat Belt System Operational and Functional Checks in SI. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Buckle > Component Information > Technical Service Bulletins > Customer Interest for Seat Belt Buckle: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues > Page 10006 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Buckle > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Belt Buckle: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues Seat Belt Buckle: All Technical Service Bulletins Restraints - Seat Belt Warning Lamp On/Buckling Issues INFORMATION Bulletin No.: 09-09-40-001A Date: February 02, 2011 Subject: Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7 X Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-09-40-001 (Section 09 - Restraints). This bulletin is being published to advise dealers about seat belt buckles not operating and/or seat belt warning light illumination, as well as difficulty latching and unlatching the buckle or the buckle release button sticking. Analysis of warranty data has determined that this condition may be caused by sticky beverages being spilled onto or into the seat belt buckle assembly. Foreign debris from food, candy wrappers, paper and coins can also contribute to this condition. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise the customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. Important Never insert anything other than the seat belt latch plate into the buckle assembly. Do not attempt to dig anything out of a buckle with a tool. Never try to wash out a buckle to remove a spilled liquid as this may damage the buckle. Use the following steps to determine the cause of the concern. 1. Inspect the buckle assembly with a light shining on the latch plate insertion area. Look for any debris or foreign objects in the buckle. 2. If any debris or foreign objects are observed, try to vacuum out the item. After the foreign material is removed, latch and unlatch the seat belt. If the system functions properly, do not replace the seat belt buckle assembly. 3. If the condition has not been corrected, inspect the buckle assembly for any sticky residue. If sticky residue is found, inform the customer that a substance was spilled on the seat belt buckle assembly causing the malfunction. The buckle assembly will need to be replaced at the customer's expense. 4. Refer to SI for seat belt component replacement. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced at the customer's expense. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. 5. If further restraint diagnosis is required, refer to Seat Belt System Operational and Functional Checks in SI. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Buckle > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Belt Buckle: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues > Page 10012 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Extension > Component Information > Technical Service Bulletins > Restraints - Extender Availability For Seat Belt Seat Belt Extension: Technical Service Bulletins Restraints - Extender Availability For Seat Belt INFORMATION Bulletin No.: 99-09-40-005F Date: June 23, 2010 Subject: Seat Belt Extender Availability Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2009‐2011 model years and update the Warranty Information. Please discard Corporate Bulletin Number 99-09-40-005E (Section 09 Restraints). Important: DO NOT use belt extenders when securing a child restraint. The seat and shoulder belt restraint systems used in all General Motors vehicles have sufficient belt length to accommodate most drivers and passengers. Consequently, requests for belt extensions (extenders) should be minimal. Seat belt extenders are available ONLY IN BLACK for most GM passenger cars and trucks produced in recent years. They are available in two different lengths, 23 cm (9 in) and 38 cm (15 in). They are designed to be coupled with the existing belts in each vehicle. When in use, the extender makes the belt arrangement a "custom fit" and use by anyone else or in another vehicle will lessen or nullify the protection offered by the vehicle's restraint system. For this reason, it is extremely important that the correct length extender be used for the vehicle and occupant intended. Important: Do not use an extender just to make it easier to buckle the safety belt. Use an extender only when you cannot buckle the safety belt without using an extender. Parts Information For part numbers, usage and availability of extenders, see Extension Kit in Group 14.875 (cars) or Group 16.714 (trucks) of the appropriate parts catalog. Saturn retailers should refer to the appropriate model year Parts & Illustration catalog for the vehicle. U.S. Saab dealers should contact the Parts Help line. Canadian Saab dealers should fax requests to Partech Canada. Warranty Information ^ Seat belt extenders are a NO CHARGE item to all GM customers who request them for their specific vehicles. ^ Dealers should not be charging part costs since these extenders are supplied by GM to the dealers. ^ Dealers should not be charging labor costs since the extender can be customer installed. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Latch > Component Information > Technical Service Bulletins > Seat Belts - Latch Slides To Seat Belt Anchor Sleeve Seat Belt Latch: Technical Service Bulletins Seat Belts - Latch Slides To Seat Belt Anchor Sleeve File In Section: 10 Body Bulletin No.: 73-16-16A Date: April, 1998 Subject: Seat Belt Latch Slides to Seat Belt Anchor Sleeve (Install Seat Belt Webbing Stop Button) Models: 1996-98 Buick Skylark 1995-98 Chevrolet Cavalier 1997-98 Chevrolet Malibu 1996-98 Oldsmobile Achieva 1999 Oldsmobile Alero 1997-98 Oldsmobile Cutlass 1995-98 Pontiac Sunfire 1996-99 Pontiac Grand Am This bulletin is being revised to update applicable models. Please discard Corporate Bulletin Number 73-16-16 (Section 10 - Body) Condition Some owners may comment that the seat belt latch slides to the seat belt anchor sleeve. Cause The web stop comfort convenience button may have separated from the webbing. Correction Refer to Figure 1. 1. Install seat belt webbing stop button in existing hole. 2. If unable to locate existing hole, remove bolt cap cover at rocker/floor pan mounting and measure from the center of bolt head; place the seat belt webbing stop button in the center of webbing using the following dimensions. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Latch > Component Information > Technical Service Bulletins > Seat Belts - Latch Slides To Seat Belt Anchor Sleeve > Page 10021 ^ Alero and Grand Am (1999), Cavalier, Cutlass and Malibu (Coupe and Sedan) - 460 mm (18 inches). ^ Grand Am (1996-98), Skylark and Achieva (Coupe and Sedan) - 555 mm (22 inches). a. Make sure latch is above the seat belt webbing stop button. b. Use caution when snapping button halves together. c. Remove the sharp point of the male half after installation to prevent scratching or torn clothing. (Small needle nose pliers work well.) Parts Information The following are the button kits for service, consisting of two male and two female buttons. P/N Description 12453514 Medium Dark Oak 12453515 Graphite 12453516 Adriatic Blue 12453517 Medium Neutral (Taupe) 12453518 Medium Pewter 12453519 Dark Teal 12453520 Red Garnet 12453521 Medium Dark Neutral 12453522 Medium Dark Pewter Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time C9040/41 0.2 hr Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Reminder Lamp > Component Information > Description and Operation Seat Belt Reminder Lamp: Description and Operation The Seat Belt indicator (red) will indicate to the driver that the Seat Belt Switch is active upon Ignition 1 transitioning from inactive to active or at any time while Ignition 1 is active and the Seat Belt input should transition from inactive to active. Upon either transition, the Seat Belt indicator will illuminate steady for 20 seconds and then flash at 1 Hz for 55 seconds. At the end of the 75 seconds or if at any time the Seat Belt input becomes inactive or Ignition 1 becomes inactive the indicator will be OFF. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Technical Service Bulletins > Customer Interest for Seat Belt Retractor: > 00-09-40-002 > Apr > 00 > Front Seat Shoulder Belt - Slow to Retract Seat Belt Retractor: Customer Interest Front Seat Shoulder Belt - Slow to Retract File In Section: 09 - Restraints Bulletin No.: 00-09-40-002 Date: April, 2000 TECHNICAL Subject: Front Seat Shoulder Belt is Slow to Retract When Not in Use, or Not Long Enough (Replace Both Front Seat Shoulder Belt Retractors) Models: 1997-99 Chevrolet Malibu 1997-99 Oldsmobile Cutlass Condition Some owners may comment that the driver's and/or passenger front seat shoulder belt(s) is slow to retract when not in use, or that the belt material is not long enough to fit around a larger occupant even though the belt system complies with MVSS 209. Correction Install new driver AND passenger front seat shoulder belt retractors using the service procedures in Section 9 of the appropriate 1997-99 Service Manual. Important: Due to a slight appearance difference in the webbing on these new belts, if replacement of an ORIGINAL PRODUCTION front seat shoulder/lap belt on the above described vehicles is required, then both the driver and front seat passenger belts must be replaced. It is not necessary to replace the front seat belt buckles or the rear seat shoulder/lap belts. In addition, these new belts have a greater retraction force and, therefore, may be less comfortable to some customers. To avoid any customer dissatisfaction, please inform the customer before replacing the belts. If the customer is commenting about the belt material length not being long enough, advise them that the material on these new belts is approximately 200 mm (8 inches) longer. If more than this is needed, a seat belt extender should be considered. Extenders can be found in Group 16.714 of the appropriate GMSPO Parts Catalog. To determine what length shoulder belt is currently installed in the vehicle, perform the following procedure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Technical Service Bulletins > Customer Interest for Seat Belt Retractor: > 00-09-40-002 > Apr > 00 > Front Seat Shoulder Belt - Slow to Retract > Page 10033 1. Verify that the shoulder belt height adjuster (1) on the "B" pillar is in it's lowest possible position. Refer to Figure 1. Do not measure the shoulder belt material length if the height adjuster is in any other position. Doing so will result in inaccurate measurements. 2. With the shoulder belt material fully retracted into the retractor, place a piece of masking tape (2) on the belt material where it comes out through the "D" ring (3) on the height adjuster. Refer to Figure 1. 3. Pull or fully extend the shoulder belt material out of the retractor as far as possible and hold. Refer to Figure 2. When fully extended, the shoulder belt material will be considerably longer than that shown in the illustration. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Technical Service Bulletins > Customer Interest for Seat Belt Retractor: > 00-09-40-002 > Apr > 00 > Front Seat Shoulder Belt - Slow to Retract > Page 10034 4. Using a tape measure (4), measure the length of the shoulder belt material from the "D" ring (3) on the height adjuster (1) to the masking tape (2). Refer to Figure 2. 5. After measuring, remove the masking tape from the shoulder belt material. If the shoulder belt material length while fully extended is LESS THAN 1480 mm (58 inches), the vehicle has the shorter shoulder belt installed. Install the new shoulder belt retractors with the longer material length. If the shoulder belt material length while fully extended is MORE THAN 1480 mm (58 inches), the vehicle already has the new longer shoulder belt installed. See Group 16.714 of the appropriate GMSPO Parts Catalog for seat belt extender availability. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Belt Retractor: > 00-09-40-002 > Apr > 00 > Front Seat Shoulder Belt - Slow to Retract Seat Belt Retractor: All Technical Service Bulletins Front Seat Shoulder Belt - Slow to Retract File In Section: 09 - Restraints Bulletin No.: 00-09-40-002 Date: April, 2000 TECHNICAL Subject: Front Seat Shoulder Belt is Slow to Retract When Not in Use, or Not Long Enough (Replace Both Front Seat Shoulder Belt Retractors) Models: 1997-99 Chevrolet Malibu 1997-99 Oldsmobile Cutlass Condition Some owners may comment that the driver's and/or passenger front seat shoulder belt(s) is slow to retract when not in use, or that the belt material is not long enough to fit around a larger occupant even though the belt system complies with MVSS 209. Correction Install new driver AND passenger front seat shoulder belt retractors using the service procedures in Section 9 of the appropriate 1997-99 Service Manual. Important: Due to a slight appearance difference in the webbing on these new belts, if replacement of an ORIGINAL PRODUCTION front seat shoulder/lap belt on the above described vehicles is required, then both the driver and front seat passenger belts must be replaced. It is not necessary to replace the front seat belt buckles or the rear seat shoulder/lap belts. In addition, these new belts have a greater retraction force and, therefore, may be less comfortable to some customers. To avoid any customer dissatisfaction, please inform the customer before replacing the belts. If the customer is commenting about the belt material length not being long enough, advise them that the material on these new belts is approximately 200 mm (8 inches) longer. If more than this is needed, a seat belt extender should be considered. Extenders can be found in Group 16.714 of the appropriate GMSPO Parts Catalog. To determine what length shoulder belt is currently installed in the vehicle, perform the following procedure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Belt Retractor: > 00-09-40-002 > Apr > 00 > Front Seat Shoulder Belt - Slow to Retract > Page 10040 1. Verify that the shoulder belt height adjuster (1) on the "B" pillar is in it's lowest possible position. Refer to Figure 1. Do not measure the shoulder belt material length if the height adjuster is in any other position. Doing so will result in inaccurate measurements. 2. With the shoulder belt material fully retracted into the retractor, place a piece of masking tape (2) on the belt material where it comes out through the "D" ring (3) on the height adjuster. Refer to Figure 1. 3. Pull or fully extend the shoulder belt material out of the retractor as far as possible and hold. Refer to Figure 2. When fully extended, the shoulder belt material will be considerably longer than that shown in the illustration. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Belt Retractor: > 00-09-40-002 > Apr > 00 > Front Seat Shoulder Belt - Slow to Retract > Page 10041 4. Using a tape measure (4), measure the length of the shoulder belt material from the "D" ring (3) on the height adjuster (1) to the masking tape (2). Refer to Figure 2. 5. After measuring, remove the masking tape from the shoulder belt material. If the shoulder belt material length while fully extended is LESS THAN 1480 mm (58 inches), the vehicle has the shorter shoulder belt installed. Install the new shoulder belt retractors with the longer material length. If the shoulder belt material length while fully extended is MORE THAN 1480 mm (58 inches), the vehicle already has the new longer shoulder belt installed. See Group 16.714 of the appropriate GMSPO Parts Catalog for seat belt extender availability. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Sensor/Switch > Component Information > Diagrams Seat Belt Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Sensors and Switches - Restraint Systems > Seat Occupant Sensor > Component Information > Technical Service Bulletins > Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Restraint Systems > Sensors and Switches - Restraint Systems > Seat Sensor/Switch > Component Information > Diagrams Seat Belt Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna Mast > Component Information > Locations Right Side Of Rear Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Navigation > Component Information > Technical Service Bulletins > Customer Interest: > 00-08-46-003B > Feb > 05 > Instruments - GPS System Performance Degradation Antenna, Navigation: Customer Interest Instruments - GPS System Performance Degradation Info - Global Position Sensor (GPS) Performance Degradation # 00-08-46-003B - (Feb 9, 2005) Models: 1996-2005 Passenger Cars and Trucks 2002-2005 Saturn Vehicles with Navigation Systems and/or OnStar(R) This bulletin is being revised to include additional information. Please discard Corporate Bulletin Number 00-08-46-003A (Section 08 - Body and Accessories). Navigation and OnStar(R) systems require a GPS antenna in order to function properly. This antenna may be located inside the vehicle. If the GPS antenna is located inside the vehicle, performance of the system may be compromised by window tinting film. If the GPS system performance is in question and the vehicle has window tinting, a quick diagnostic check can be made by temporarily moving the GPS antenna to an external vehicle surface, such as the decklid or roof. If the GPS function of the navigation or On Star(R) system operates normally with the antenna relocated the repair would not be considered a warranty repair. The subsequent repair procedure or GPS placement would be up to the customer. Some vehicles have the GPS antenna located on the rear window shelf Objects placed on the rear window shelf such as tissue boxes, books, dolls, etc,, also have the potential to interfere with GPS performance. Warranty Information Repairs made to the vehicle navigation and/or OnStar(R) system, which are the result of window tinting, are not considered warranty repairs. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Navigation > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Antenna, Navigation: > 00-08-46-002A > Apr > 05 > OnStar(R) - Cellular Antenna Replacement Parts Antenna, Navigation: All Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Navigation > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Antenna, Navigation: > 00-08-46-002A > Apr > 05 > OnStar(R) - Cellular Antenna Replacement Parts > Page 10071 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Navigation > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Antenna, Navigation: > 00-08-46-003B > Feb > 05 > Instruments - GPS System Performance Degradation Antenna, Navigation: All Technical Service Bulletins Instruments - GPS System Performance Degradation Info - Global Position Sensor (GPS) Performance Degradation # 00-08-46-003B - (Feb 9, 2005) Models: 1996-2005 Passenger Cars and Trucks 2002-2005 Saturn Vehicles with Navigation Systems and/or OnStar(R) This bulletin is being revised to include additional information. Please discard Corporate Bulletin Number 00-08-46-003A (Section 08 - Body and Accessories). Navigation and OnStar(R) systems require a GPS antenna in order to function properly. This antenna may be located inside the vehicle. If the GPS antenna is located inside the vehicle, performance of the system may be compromised by window tinting film. If the GPS system performance is in question and the vehicle has window tinting, a quick diagnostic check can be made by temporarily moving the GPS antenna to an external vehicle surface, such as the decklid or roof. If the GPS function of the navigation or On Star(R) system operates normally with the antenna relocated the repair would not be considered a warranty repair. The subsequent repair procedure or GPS placement would be up to the customer. Some vehicles have the GPS antenna located on the rear window shelf Objects placed on the rear window shelf such as tissue boxes, books, dolls, etc,, also have the potential to interfere with GPS performance. Warranty Information Repairs made to the vehicle navigation and/or OnStar(R) system, which are the result of window tinting, are not considered warranty repairs. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Navigation > Component Information > Technical Service Bulletins > All Other Service Bulletins for Antenna, Navigation: > 00-08-46-002A > Apr > 05 > OnStar(R) - Cellular Antenna Replacement Parts Antenna, Navigation: All Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Navigation > Component Information > Technical Service Bulletins > All Other Service Bulletins for Antenna, Navigation: > 00-08-46-002A > Apr > 05 > OnStar(R) - Cellular Antenna Replacement Parts > Page 10081 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Phone > Component Information > Technical Service Bulletins > OnStar(R) - Cellular Antenna Replacement Parts Antenna, Phone: Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Phone > Component Information > Technical Service Bulletins > OnStar(R) - Cellular Antenna Replacement Parts > Page 10086 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Global Positioning System Antenna > Component Information > Technical Service Bulletins > OnStar(R) - Cellular Antenna Replacement Parts Global Positioning System Antenna: Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Global Positioning System Antenna > Component Information > Technical Service Bulletins > OnStar(R) - Cellular Antenna Replacement Parts > Page 10091 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Radio > Antenna Cable > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-44-003 > Jun > 99 > Radio - Weak FM Reception/No AM Reception Antenna Cable: Customer Interest Radio - Weak FM Reception/No AM Reception File In Section: 08 - Body and Accessories Bulletin No.: 99-08-44-003 Date: June, 1999 TECHNICAL Subject: Weak FM Radio Reception, No AM Reception (Plug In Antenna Intermediate Connector) Models: 1997-99 Chevrolet Malibu 1997-99 Oldsmobile Cutlass Condition Some customers may comment about weak FM radio reception and/or no AM radio reception. Cause The antenna lead may have been misrouted during the assembly process. This could allow a customer, on the passenger side of the vehicle, to accidentally disconnect the antenna lead with their foot. Correction Pull back the carpet on the passenger front foot well and plug in the antenna intermediate connector. The connector and the antenna should then be secured behind the right hand kick pad. Warranty Information For vehicles repaired under warranty, use: Labor Labor Operation Description Time R0260 Antenna Lead-In Repair 0.3 hr Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Radio > Antenna Cable > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 99-08-44-003 > Jun > 99 > Radio Weak FM Reception/No AM Reception Antenna Cable: All Technical Service Bulletins Radio - Weak FM Reception/No AM Reception File In Section: 08 - Body and Accessories Bulletin No.: 99-08-44-003 Date: June, 1999 TECHNICAL Subject: Weak FM Radio Reception, No AM Reception (Plug In Antenna Intermediate Connector) Models: 1997-99 Chevrolet Malibu 1997-99 Oldsmobile Cutlass Condition Some customers may comment about weak FM radio reception and/or no AM radio reception. Cause The antenna lead may have been misrouted during the assembly process. This could allow a customer, on the passenger side of the vehicle, to accidentally disconnect the antenna lead with their foot. Correction Pull back the carpet on the passenger front foot well and plug in the antenna intermediate connector. The connector and the antenna should then be secured behind the right hand kick pad. Warranty Information For vehicles repaired under warranty, use: Labor Labor Operation Description Time R0260 Antenna Lead-In Repair 0.3 hr Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna, Radio > Antenna Cable > Component Information > Technical Service Bulletins > All Other Service Bulletins for Antenna Cable: > 99-08-45-005 > Nov > 99 > Accessory Receptacle/Cigar Lighter - Inoperative Auxiliary Power Outlet: All Technical Service Bulletins Accessory Receptacle/Cigar Lighter Inoperative File In Section: 08 - Body and Accessories Bulletin No.: 99-08-45-005 Date: November, 1999 TECHNICAL Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for Short to Ground) Models: 1995-2000 Passenger Cars and Trucks Condition Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or that the internal fuse (within the plug on an aftermarket device), blows intermittently. Cause Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini fuse may have an external terminal (which may be used to externally check the fuse). If the mini fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device), to blow intermittently. Correction Test the aftermarket device plug for short to ground. The following step may be performed at the customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it would be the owner's responsibility. 1. Place a piece of tape over the mini fuse terminal temporarily. 2. Explain to the customer that the fuse for the device must have no exposed terminals, and that finding one would be his responsibility. 3. Refer the customer to the manufacturer of the aftermarket device for a new plug. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Keyless Entry > Keyless Entry Programming Connector > Component Information > Diagrams Program Connector Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Keyless Entry > Keyless Entry Receiver > Component Information > Locations RH Side Of Engine Compartment, Rear Package Shelf Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Keyless Entry > Keyless Entry Receiver > Component Information > Locations > Page 10124 Keyless Entry Receiver: Diagrams Remote Control Door Lock Receiver Remote Control Door Lock Receiver (Part 1 Of 2) Remote Control Door Lock Receiver (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Keyless Entry > Keyless Entry Receiver > Component Information > Description and Operation > Illuminated Entry System Keyless Entry Receiver: Description and Operation Illuminated Entry System The Remote Control Door Lock Receiver also includes an Illuminated Entry feature. The interior lamps turn on when: ^ Any door is ajar. ^ Door(s) are unlocked by pressing the Unlock button on transmitter. ^ Instrument panel lamp dimmer slide control is moved to the "Interior Lamp" detent position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Keyless Entry > Keyless Entry Receiver > Component Information > Description and Operation > Illuminated Entry System > Page 10127 Keyless Entry Receiver: Description and Operation Standby Current Drain The standby (parasitic) current drain on the vehicle's battery due to the Remote Control Door Lock Receiver is approximately 2.2 milliamps (.0022 amps). This value will vary slightly with temperature and battery charge. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Keyless Entry > Keyless Entry Receiver > Component Information > Service and Repair > Remote Keyless Entry Module Replacement Keyless Entry Receiver: Service and Repair Remote Keyless Entry Module Replacement Module Mounting And Wiring (Typical) REMOVE OR DISCONNECT 1. Negative battery cable. 2. Open rear compartment lid. 3. Remote control door lock receiver located between rear package shelve and rear package shelve cover, just to the right of the center access hole. Compress the four tabs and slid the remote door lock receiver down through the access hole. 4. Electrical connector. INSTALL OR CONNECT 1. Electrical connector. 2. Module through center access hole and ensure mounting tabs are snapped in place. 3. Close rear compartment lid. 4. Negative battery cable. 5. Reprogram new receiver to transmitter(s). Refer to Reprogramming Remote Control Door Lock Receiver to Transmitter. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Keyless Entry > Keyless Entry Receiver > Component Information > Service and Repair > Remote Keyless Entry Module Replacement > Page 10130 Keyless Entry Receiver: Service and Repair Remote Keyless Entry Module Programming Module Mounting And Wiring (Typical) A Remote Control Door Lock Receiver can have up to four different transmitters programmed to it. A transmitter can be programed to more than one vehicle providing the remote keyless entry systems are similar. When reprogramming one transmitter, any and all other transmitters (maximum of four (4) total per receiver) must be reprogrammed at the same time in order for the other transmitters to work. Important ^ Leave a window down in the vehicle while reprogramming the Remote Control Door Lock Receiver system. This will avoid unintentional lock out if the reprogramming procedure is not properly performed. 1. Turn Ignition off. 2. Ground the receiver program terminal by jumping the two terminals located in the program ground connector. ^ No horn within 1 second, Lock, Unlock and Rear Compartment Lid Release will cycle to indicate module is ready for reprogramming. 3. Press and hold the rear compartment lid Lock and Unlock buttons until* Lock, Unlock, Rear Compartment Lid Release, and Horn cycles to indicate the transmitter has successfully been reprogrammed. (Approximately 12 seconds). 4. Repeat Step 3 for the remaining transmitters. 5. Remove the jumper at the program connector. 6. Verify proper operation of the transmitters. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Keyless Entry > Keyless Entry Receiver > Component Information > Service and Repair > Remote Keyless Entry Module Replacement > Page 10131 Keyless Entry Receiver: Service and Repair Resynchronization Resynchronization may be necessary due to the security method used by the Remote Control Door Lock Receiver system. The transmitter does not send the same signal twice to the receiver. The receiver will not respond to a signal it has sent previously. This prevents anyone from recording and playing back the signal from the transmitter. Resynchronization does not send the mathematical formula to the receiver, it simply verifies the previously programmed mathematical formula in the transmitter. Re synchronization only works if the transmitter is already programmed. Resynchronization may be necessary if: ^ The transmitter battery is very weak. ^ The transmitter battery is changed. ^ The vehicle battery is very weak. ^ The vehicle battery is changed. ^ The vehicle battery is disconnected. ^ The transmitter is pressed greater than 255 times outside the range of the receiver. To Resynchronize the transmitter with the receiver: 1. Depress the Lock and Unlock buttons on the transmitter simultaneously for 7 seconds. 2. The receiver will acknowledge resynchronization by: A. If all doors are locked, the receiver will unlock and lock all doors except the driver's door. B. If all doors are unlocked, the receiver will lock all doors. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Keyless Entry > Keyless Entry Transmitter > Keyless Entry Transmitter Battery > Component Information > Service and Repair Keyless Entry Transmitter Battery: Service and Repair Transmitter Battery Replacement REMOVE OR DISCONNECT 1. Open the transmitter case. ^ Insert a dime between the two halves of the transmitter case at the slot provided near the key ring hole and twist the dime to open the case. 2. Battery INSTALL OR CONNECT 1. Battery. ^ Use one Panasonic three-volt CR2032 or equivalent battery. Install the battery with the positive (+) side down. 2. Close the transmitter case. ^ Make sure the seal is in position, then align the two halves of the case and snap them together. 3 Check the operation of the transmitter. ^ If the transmitter does not work it may need to be resynchronized. Refer to Resynchronization. Normal battery life is approximately 2 years. The batteries should be replaced when the range of the transmitter begins to decrease significantly to less than approximately 7 meters (23 feet). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Lock Cylinder Switch > Component Information > Locations LH Side Of I/P, Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Security Lamp/Indicator > Component Information > Description and Operation Security Lamp/Indicator: Description and Operation The THEFT SYSTEM indicator (red) indicates whether the Body Function Controller (BFC) has determined if the Passlock data has passed. The Body Function Controller (BFC) then sends to the Instrument Cluster via the Serial Peripheral Interface (SPI) serial data bus the message to turn ON or OFF the THEFT SYSTEM indicator. The THEFT SYSTEM indicator will be ON when any DTC is set or the Powertrain Control Module (PCM) VTD Fail-Enable bit is True in the last vehicle Security Status message received and the Body Function Controller (BFC) is not in the Auto Learn Mode. The THEFT SYSTEM indicator will flash when the Body Function Controller detects a tamper or the Powertrain Control Module (PCM) Fuel Disable Time-out bit is set in the last Vehicle Security Status message received since the Ignition Switch was turned to the RUN position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > OnStar(R)/Cell Phone - Integration Cellular Phone: Technical Service Bulletins OnStar(R)/Cell Phone - Integration Bulletin No.: 01-08-46-004A Date: March 08, 2005 INFORMATION Subject: Vehicle Integration of Cellular Phones and Normal Operating Characteristics Models: 2002 and Prior Passenger Cars and Trucks Supercede: This bulletin is being issued to cancel Corporate Bulletin Number 01-08-46-004. Please discard all copies of Corporate Bulletin Number 01-08-46-004 (Section 08 - Body and Accessories). This bulletin effectively cancels Corporate Bulletin Number 01-08-46-004. OnStar(R) no longer offers cellular phones as part of the OnStar(R) system. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > OnStar(R)/Cell Phone - Integration > Page 10146 Technical Service Bulletin # 83-96-05 Date: 980701 Radio Telephone/Mobile Radio - Install/Troubleshooting File In Section: 9 - Accessories Bulletin No.: 83-96-05 Date: July, 1998 Subject: Radio Telephone/Mobile Radio (Transceiver) Installation and Troubleshooting Guidelines Models: 1990-99 Passenger Cars and Trucks This bulletin cancels and supercedes bulletin 34-92-12. Please discard Corporate Bulletin Number 34-92-12 (Section 9 - Accessories). The following information is being provided to assist in the installation and troubleshooting of Radio Telephone/Mobile Radios. Certain radio telephones or land mobile radios (also known as Radio Transceivers), or the way in which they are installed, may adversely affect various vehicle operations such as engine performance, driver information, entertainment and electrical systems. Expenses incurred to protect the vehicle systems from any adverse effect of any such installation are NOT the responsibility of General Motors Corporation. The following are general guidelines for installing a radio transceiver in General Motors vehicles. These guidelines are intended to supplement, but not to be used in place of, detailed instructions which are the sole responsibility of the manufacturer of the involved radio transceiver. Although this document refers to passenger vehicles, the same general guidelines apply to trucks. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > OnStar(R)/Cell Phone - Integration > Page 10147 EMC TROUBLESHOOTING CHART 1. Transceiver Location Refer to the attached figures during installation. 1. Transceiver Location Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > OnStar(R)/Cell Phone - Integration > Page 10148 a. One piece transceivers should be mounted under the dash, or on the transmission hump where they will not interfere with vehicle controls or passenger movement (See Figure 1 - One Piece Transceiver Installation). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > OnStar(R)/Cell Phone - Integration > Page 10149 b. Locate the transceiver for remote radios on the driver's side of trunk as near to the vehicle body side as possible (See Figure 2 - Trunk Mount Transceiver Installation). Caution: To avoid possible serious injury, do not mount any transceivers, microphones, speakers, or any other item In the deployment path of a Supplemental Inflatable Restraint (SIR) or "Air Bag". 2. Antenna Installation a. Each vehicle model reacts to radio frequency energy differently. It is suggested that a magnetic-mount antenna be used to check the proposed antenna location for unwanted effects on the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > OnStar(R)/Cell Phone - Integration > Page 10150 Antenna location is a major factor in these effects. b. The antenna should be a permanent-mount type, located in the center of the roof or center of the rear deck lid. If a magnet-mount antenna is used, care should be taken to mount the antenna in the same location as a permanent-mount type. If a disguise-mount antenna is used, great care should be taken to shield (using copper tape, etc.) any tuning network from vehicle electronics and wiring, or mount the tuning network in an area completely clear (6 inches or 15 cm away) of vehicle electronics and wiring. c. Standard metal mount antennas may be mounted on a vehicle with non-metallic body panels by two methods: 1. Mount the antenna near a metal frame section and bond the antenna mount to the frame with a short metal strap, which will provide the ground plane connection. 2. Some antenna manufacturers may offer "Ground Plane Kits" that consist of self adhesive metal foil that may be attached to the body panel to provide a ground plane connection. d. Glass Mount Antennas Glass mounted antennas should be kept as high as possible in the center of the rear window or windshield, between rear window defrost "grid lines", if present. Some vehicles use glass that contains a thin metallic layer for defrosting, or to control solar gain. GLASS MOUNT ANTENNAS WILL NOT FUNCTION WHEN MOUNTED ON THIS TYPE OF GLASS. 3. Antenna Cable Routing a. Always use high quality coax cable (95% shield coverage minimum), located away (at least 6 inches or 15 cm) from ECM's, PCM's and other electronic modules. b. Care should be taken to maintain as great a distance as possible between any vehicle wiring and coax cable. 4. Antenna Tuning It is important that the antenna be tuned properly and that reflected power be kept to less than 10% (VSWR less than 2:1) at all operating frequencies. Important: High VSWR has been shown to contribute/cause interference problems with vehicle systems. 5. Radio Wiring and Power Lead Connection Locations a. Methods to connect radio power on General Motors vehicles is dependent on the vehicle model (See Figure 1 - One Piece Transceiver Installation or Figure 2 - Trunk Mount Transceiver Installation as needed). Do not connect the negative power lead to any under-dash termination point. One of the following four methods is suggested: 1. Connect the positive and negative power leads directly to the battery terminals. GM approved methods of connecting auxiliary wiring include the adapter package illustrated in Figure 4 - Power Cable Battery Connections. Important: It is recommended that a fuse be placed in the transceiver negative power lead. This is to prevent possible transceiver damage in the event the battery to engine block ground lead is inadvertently disconnected. 2. Connect the positive lead to the auxiliary power terminal (usually identified by a red plastic cover in the underhood area). Connect the negative lead directly to the negative battery terminal. Important: See above important statement regarding fusing the negative power lead. 3. Connect the positive lead to the auxiliary power terminal (usually identified by a red plastic cover in the underhood area). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > OnStar(R)/Cell Phone - Integration > Page 10151 Connect the negative lead to the battery body connection point (usually identified by a short # 10 AWG or larger wire running from the negative battery terminal to the body of the vehicle). Important: See above important statement regarding fusing the negative power lead. 4. Connect the positive and negative leads to the Special Equipment Option (SEO) wiring provided for this purpose (if vehicle has this option). b. For One Piece Transceivers (See Figure 1 - One Piece Transceiver Installation) When ignition switch control is desired, and no SEO wiring exists, a 12 volt power contactor must be installed in the transceiver positive power lead (See Figure 3 - Power Contactor Wiring). The contactor (supplied by the installer) should be located near a proper 12 volt feed source. One lead of the contactor coil should be connected through an appropriate in-line fuse to an available accessory circuit or ignition circuit not Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > OnStar(R)/Cell Phone - Integration > Page 10152 powered during engine cranking. The return lead of the contactor coil must return to a proper fused negative point. c. Handset or Control Units 1. Any negative power lead from a handset or control unit must return to a properly fused negative connection point. 2. It is preferable that the positive power lead for a handset, or control unit, be connected directly to a properly fused positive power feed point. If ignition switch control is desired, the handset or control unit positive power lead may be connected through an appropriate in-line fuse to an available accessory circuit (or ignition circuit not powered during engine cranking). 3. It is recommended that the handset or control unit positive and negative power leads be appropriately fused separately from the transceiver positive and negative power leads. d. Multiple Transceivers or Receivers If multiple transceivers or receivers are to be installed in the vehicle, power leads to the trunk or under the dash should be connected to covered, insulated terminal strips. All transceivers or receivers may then have their power leads connected to the insulated terminal strips. This makes a neater installation and reduces the number of wires running to the vehicle underhood area. Both positive and negative power leads should be fused. 6. Radio Wire Routing (See Figure 1 - One Piece Transceiver Installation, or Figure 2 - Trunk Mount Transceiver Installation as needed). a. The power leads (fused) should be brought through a grommeted hole (provided by the installer) in the front cowl. For trunk mounted transceivers, the cables should continue on along the driver's side door sills, under the rear seat and into the trunk through a rear bulkhead. Maintain as great a distance as possible between radio power leads and vehicle electronic modules and wiring. b. If the radio power leads need to cross the engine compartment, they should cross between the engine and the front of the vehicle. Troubleshooting Refer to the Troubleshooting Chart as needed. 1. Most vehicle-radio interaction is avoided by following the Installation Guidelines outlined above. 2. If vehicle-radio interaction is evident following radio installation, the source of the problem should be determined prior to further vehicle/radio operation. The EMC Troubleshooting Chart should help in determining the source of the vehicle-radio interaction. Parts Information P/N Description 1846855 Adapter Kit, Side Terminal Battery (consisting of Adapter Terminal, Terminal Cover, Wire Connector, Insulation Boot) 12004188 Bolt, Battery Cable Terminal 12354951 Spacer, Battery Cable Terminal Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information Emergency Contact Module: Technical Service Bulletins OnStar(R) - Analog Only Systems Information INFORMATION Bulletin No.: 06-08-64-007A Date: September 22, 2008 Subject: Information on OnStar(R) Analog-Only Systems Models Supercede: This bulletin is being revised to update the models affected list above. Please discard Corporate Bulletin Number 06-08-46-007 (Section 08 - Body & Accessories). All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility. Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available only through Dual-Mode (Analog / Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information > Page 10157 Emergency Contact Module: Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information > Page 10158 Emergency Contact Module: Technical Service Bulletins OnStar - Analog-Only Systems Information Bulletin No.: 06-08-46-007 Date: December 13, 2006 INFORMATION Subject: Information on OnStar(R) Analog-Only Systems Models: 1996-2001 GM Passenger Cars and Trucks Plus: 2002 Buick LeSabre, Rendezvous 2002-2003 Buick Century, Regal 2002-2005 Buick Park Avenue 2002 Cadillac Eldorado, Escalade Models 2002 Chevrolet Avalanche, Silverado, Suburban, Tahoe, Venture 2002 GMC Denali, Denali XL, Jimmy, Sierra, Yukon, Yukon XL 2002 Oldsmobile Intrigue, Silhouette 2002-2003 Oldsmobile Aurora 2002 Pontiac Aztek, Bonneville, Montana 2002-2003 Pontiac Grand Prix with OnStar(R) (RPO UE1) All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility. Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available only through Dual-Mode (Analog/Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Global Positioning System > Global Positioning System Antenna > Component Information > Technical Service Bulletins > OnStar(R) - Cellular Antenna Replacement Parts Global Positioning System Antenna: Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Global Positioning System > Global Positioning System Antenna > Component Information > Technical Service Bulletins > OnStar(R) - Cellular Antenna Replacement Parts > Page 10164 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Navigation System > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information Navigation System: Technical Service Bulletins OnStar(R) - Analog Only Systems Information INFORMATION Bulletin No.: 06-08-64-007A Date: September 22, 2008 Subject: Information on OnStar(R) Analog-Only Systems Models Supercede: This bulletin is being revised to update the models affected list above. Please discard Corporate Bulletin Number 06-08-46-007 (Section 08 - Body & Accessories). All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility. Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available only through Dual-Mode (Analog / Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Navigation System > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information > Page 10169 Navigation System: Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Navigation System > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information > Page 10170 Navigation System: Technical Service Bulletins Navigation System - Replacement Navigation Discs Bulletin No.: 07-08-44-007 Date: April 17, 2007 INFORMATION Subject: Information on Obtaining Replacement Navigation Discs When Radios are Exchanged Order Replacement Navigation Disc Through Navigation Disc Center Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X with a Navigation Radio Attention: The purpose of this bulletin is to inform dealership personnel of a new procedure for obtaining a replacement navigation disc for radios that are sent to an ESC for exchange. This bulletin applies to U.S. and Canadian dealers only and is not intended for use by export dealers. When a navigation radio warranty exchange is performed, the customer must have a navigation disc to operate the new radio. If the customer's navigation disc was damaged or is stuck in the failed radio, the customer would have to wait for an excessive period of time for the disc to be returned or replaced. The Electronic Service Centers (ESC) are not authorized to remove stuck navigation discs from cores, as the cores must be returned to the supplier for analysis prior to any disassembly. The time it would take for the supplier to return the navigation disc would significantly delay the completion of the repair at the dealership. If the customer's navigation disc is damaged or cannot be removed from the radio, the dealership is to obtain an exchange radio through an ESC and a new navigation disc through the GM Navigation Disc Center. Both items can be shipped overnight to the dealership upon request. GM Navigation Disc Center Contact Information Via the web through gmnavdisc.com The GM Navigation Disc Center is also the center of expertise for navigation system questions. Warranty Information Include the part number and cost of the new navigation disc on the warranty claim for the navigation radio exchange. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Technical Service Bulletins > Customer Interest for Compact Disc Player (CD): > 649601 > Jan > 97 > Compact Disc Players - CD Changer Loading Procedures Compact Disc Player (CD): Customer Interest Compact Disc Players - CD Changer Loading Procedures File In Section: 9 - Accessories Bulletin No.: 64-96-01 Date: January, 1997 INFORMATION Subject: Compact Disc Players - Procedures for Correct Use and Maintenance Models: 1997 and Prior Passenger Cars and Trucks CD Changer Loading Procedures Because of differences in CD changer loading procedures, some confusion exists regarding this issue. Although correct loading procedures are included with each changer's Owner's Manual, often this information is not available to the dealer service personnel. Verify proper loading when evaluating customer concerns of "CD inoperative". Delco Electronics Product Type Loading Procedure Radio w/intergral CD label side up 6 disc changer (LLAI) label side up 10 disc changer (FMI) label side up 12 disc changer (LLAI) label side down Important: Failure to load magazine/player correctly will disable the operation. Important: Only the 12 disc changer is to be loaded with the label side down. CD Cleaners Avoid use of commercially available CD cleaners. The use of CD cleaners is not recommended and can damage the player's CD mechanism. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Compact Disc Player (CD): > 649601 > Jan > 97 > Compact Disc Players - CD Changer Loading Procedures Compact Disc Player (CD): All Technical Service Bulletins Compact Disc Players - CD Changer Loading Procedures File In Section: 9 - Accessories Bulletin No.: 64-96-01 Date: January, 1997 INFORMATION Subject: Compact Disc Players - Procedures for Correct Use and Maintenance Models: 1997 and Prior Passenger Cars and Trucks CD Changer Loading Procedures Because of differences in CD changer loading procedures, some confusion exists regarding this issue. Although correct loading procedures are included with each changer's Owner's Manual, often this information is not available to the dealer service personnel. Verify proper loading when evaluating customer concerns of "CD inoperative". Delco Electronics Product Type Loading Procedure Radio w/intergral CD label side up 6 disc changer (LLAI) label side up 10 disc changer (FMI) label side up 12 disc changer (LLAI) label side down Important: Failure to load magazine/player correctly will disable the operation. Important: Only the 12 disc changer is to be loaded with the label side down. CD Cleaners Avoid use of commercially available CD cleaners. The use of CD cleaners is not recommended and can damage the player's CD mechanism. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions Compact Disc Player (CD): Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10187 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10188 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10189 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10190 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10191 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10192 Compact Disc Player (CD): Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10193 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10194 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10195 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10196 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10197 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10198 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10199 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10200 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10201 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10202 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10203 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10204 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10205 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10206 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10207 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10208 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10209 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10210 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10211 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10212 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10213 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10214 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10215 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10216 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 10217 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits Radio/Stereo: Technical Service Bulletins Instruments - New Diagnostic Tables For VSS Circuits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-32 Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8A - Electrical Diagnosis - New Diagnostic Tables for Vehicle Speed Sensor Signal Circuit Models: 1996-97 Buick Skylark 1996 Chevrolet Beretta, Corsica 1996-97 Chevrolet Cavalier 1997 Chevrolet Malibu 1996-97 Oldsmobile Achieva 1997 Oldsmobile Cutlass 1996-97 Pontiac Grand Am, Sunfire This bulletin is being issued to add new diagnostic tables to Section 8A of the Service Manual. The tables included describe the diagnostic procedures for the diagnosis of the Vehicle Speed Sensor signal circuit from the Powertrain Control Module (PCM) to auxiliary devices. Please insert the included diagnostic tables into the Electrical Diagnosis Instrument Cluster section (Cell 80 J/L/N cars; Cell 81 L/N cars) of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10222 8A - 1 - 1 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10223 8A - 1 - 2 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10224 8A - 1 - 3 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10225 8A - 1 - 4 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10226 8A - 1 - 5 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10227 8A - 1 - 6 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10228 8A - 1 - 7 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10229 8A - 1 - 8 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10230 8A - 1 - 9 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10231 8A - 1 - 10 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10232 8A - 1 - 11 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10233 8A - 1 - 12 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10234 8A - 1 - 13 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10235 8A - 1 - 14 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10236 8A - 1 - 15 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10237 8A - 1 - 16 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10238 8A - 1 - 17 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10239 8A - 1 - 18 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10240 8A - 1 - 19 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10241 8A - 1 - 20 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10242 8A - 1 - 21 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10243 8A - 1 - 22 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10244 8A - 1 - 23 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10245 8A - 1 - 24 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10246 8A - 1 - 25 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10247 8A - 1 - 26 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10248 8A - 1 - 27 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10249 8A - 1 - 28 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10250 Radio/Stereo: Technical Service Bulletins Audio - Procedure To Handle Customer Radio Concerns File In Section: 9 - Accessories Bulletin No.: 68-96-O1A Date: October, 1996 INFORMATION Subject: Procedure to Handle Customer Radio Concerns Models: 1997 and Prior Passenger Cars and Trucks This bulletin is being revised to change the Sales Center Information to Service Center Information. Please discard Corporate Bulletin Number 68-96-01 (Section 9 - Accessories). Many of the radios being returned to the Delco Electronics remanufacturing centers have been misdiagnosed. This misdiagnosis results in unnecessary customer comebacks, decreased customer satisfaction and reduces the availability of exchange radios. To resolve these issues, the following information was developed to give General Motors' dealers a common service process to handle customer audio system concerns. When a customer either calls or comes in with a concern about the radio system in their vehicle, it is important that as much information as possible is gathered. This process begins with the Service Consultant asking the customer specific questions related to their vehicle as outlined on the Service Writer/Customer Check list. Once the Service Consultant has completed the diagnostic worksheet, it should be attached to the customer repair order for the technician. This worksheet should help the technician determine if the concern is vehicle related or radio related. Two excellent service manuals are also available for this purpose and are available from General Motors at the address shown below. A service bulletin, 34-92-12, Radio Frequency Interference Diagnosis, is also available as is assistance from the Divisional Technical Assistance Centers. Mascotech Mktg. Service 1972 Brown Road Auburn Hills, ML 48326 1-800-393-4831 Delco Electronics Sound Service Audio Systems Diagnostic Guide P/N 19007.03-1A @ $10.00 per manual STG Audio Systems Training manual P/N 19007.03-2 @ $15.00 per manual Repairs to the vehicle or the audio system can usually be done very quickly and the vehicle returned to the customer that day. If the diagnosis indicates that the radio needs to be replaced, remove the radio from the vehicle and order an exchange radio from your local AC Delco radio exchange center. There are 28 approved AC Delco exchange centers nationally (listing attached). If your local exchange center does not have the required exchange radio, it is important that you contact the AC Delco locator service. This service can be found on the Service Parts TRACS system 1-800-433-6961, prompt 4. It will be necessary to request overnight shipping so that the owner's vehicle is retained at your dealership for only one night. If the vehicle is kept overnight and it is a warranty repair, the customer should be offered courtesy transportation or alternate transportation. Please do not return the vehicle with the suspect radio installed or without a radio. Many of our vehicles today use a multiplex wiring system and the vehicle will not run correctly without a radio. When you receive the exchange radio, please return the removed radio to the AC Delco Exchange Center within 24 hours (please enclose the diagnostic worksheet that the Service Consultant and the Technician used with the removed radio along with the 1078 form). This will help the AC Delco Exchange Center. In the event you know the vehicle will need a radio before the customer brings the vehicle in, every effort should be made to have a pre-exchanged radio available. A radio identification list is attached to help you select the correct radio. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10251 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10252 AC Delco AUTHORIZED ELECTRONIC SERVICE CENTERS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10253 Duplicate form for your convenience SERVICE WRITER/CUSTOMER CHECK LIST Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10254 RECEPTION/NOISE CONCERN: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10255 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10256 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10257 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10258 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10259 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10260 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Instruments - New Diagnostic Tables For VSS Circuits > Page 10261 1997 APPLICATIONS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Page 10262 Radio/Stereo: Specifications Antenna Mast to Base ......................................................................................................................... ............................................................6 N.m (53 lb in) Fender to Base Screw ................................... ..................................................................................................................................................2 N.m (18 lb in) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Locations > Component Locations Below Center Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Locations > Component Locations > Page 10265 Top RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions Radio/Stereo: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10268 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10269 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10270 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10271 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10272 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10273 Radio/Stereo: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10274 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10275 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10276 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10277 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10278 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10279 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10280 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10281 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10282 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10283 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10284 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10285 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10286 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10287 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10288 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10289 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10290 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10291 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10292 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10293 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10294 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10295 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10296 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10297 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10298 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10299 Radio/Stereo: Connector Views Radio: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10300 Radio: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 10301 Radio: C3 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Locations > RF RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Locations > RF > Page 10306 LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Locations > RF > Page 10307 RH Side Of Engine Compartment, Rear Package Shelf Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Locations > RF > Page 10308 RH Side Of Engine Compartment, Rear Package Shelf Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions Speaker: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10311 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10312 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10313 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10314 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10315 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10316 Speaker: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10317 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10318 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10319 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10320 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10321 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10322 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10323 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10324 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10325 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10326 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10327 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10328 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10329 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10330 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10331 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10332 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10333 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10334 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10335 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10336 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10337 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10338 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10339 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10340 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10341 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10342 Speaker: Connector Views LF Speaker LR Speaker Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 10343 RF Speaker RR Speaker Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Locations Below Center Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions Tape Player: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10349 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10350 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10351 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10352 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10353 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10354 Tape Player: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10355 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10356 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10357 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10358 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10359 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10360 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10361 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10362 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10363 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10364 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10365 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10366 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10367 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10368 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10369 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10370 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10371 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10372 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10373 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10374 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10375 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10376 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10377 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10378 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10379 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 10380 Cassette Player Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Service and Repair > Remote Tape Player Replacement Tape Player: Service and Repair Remote Tape Player Replacement Description Remove or Disconnect 1. Disable SIR system. 2. Negative battery cable. 3. Accessory trim plate. 4. Screws and pull rearward. 5. Electrical connection. Install or Connect 1. Electrical connection. 2. Screws to instrument panel. 3. Accessory trim plate. 4. Negative battery cable. 5. Enable SIR system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Service and Repair > Remote Tape Player Replacement > Page 10383 Tape Player: Service and Repair Tape Player And Cassette Care Cleaning Cassette For the best operation for the cassette tape deck, do not use cassette tapes longer than 100 minutes in playback time (50 minutes per side). Cassette tapes longer than 100 minutes may cause tape slippage or jamming. There are two parts that are cleaned on a tape player: the head and the capstan. Since they can be reached through the tape door, it can be done while tape player is in the vehicle. This service should be performed every 15 hours of operation. To clean the head and capstan, use a cotton swab dipped in ordinary rubbing alcohol, or use a cleaning cassette. Do not contact the tape head with magnetized tools. If the head becomes magnetized, every cassette played in the player will be degraded. No service is performed on the tapes and warranty of these tapes is handled by the cassette manufacturer, not by the dealer. Any test tape used by the dealer should be stored in its container to keep the tape clean. Store cassettes away from extreme heat or direct sunlight. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information Emergency Contact Module: Technical Service Bulletins OnStar(R) - Analog Only Systems Information INFORMATION Bulletin No.: 06-08-64-007A Date: September 22, 2008 Subject: Information on OnStar(R) Analog-Only Systems Models Supercede: This bulletin is being revised to update the models affected list above. Please discard Corporate Bulletin Number 06-08-46-007 (Section 08 - Body & Accessories). All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility. Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available only through Dual-Mode (Analog / Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information > Page 10389 Emergency Contact Module: Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information > Page 10390 Emergency Contact Module: Technical Service Bulletins OnStar - Analog-Only Systems Information Bulletin No.: 06-08-46-007 Date: December 13, 2006 INFORMATION Subject: Information on OnStar(R) Analog-Only Systems Models: 1996-2001 GM Passenger Cars and Trucks Plus: 2002 Buick LeSabre, Rendezvous 2002-2003 Buick Century, Regal 2002-2005 Buick Park Avenue 2002 Cadillac Eldorado, Escalade Models 2002 Chevrolet Avalanche, Silverado, Suburban, Tahoe, Venture 2002 GMC Denali, Denali XL, Jimmy, Sierra, Yukon, Yukon XL 2002 Oldsmobile Intrigue, Silhouette 2002-2003 Oldsmobile Aurora 2002 Pontiac Aztek, Bonneville, Montana 2002-2003 Pontiac Grand Prix with OnStar(R) (RPO UE1) All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility. Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available only through Dual-Mode (Analog/Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 10399 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 10400 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 10401 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 10407 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 10408 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 10409 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 10418 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 10419 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 10420 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical MIL ON/DTC's Set By Various Control Modules > Page 10426 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical MIL ON/DTC's Set By Various Control Modules > Page 10427 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical MIL ON/DTC's Set By Various Control Modules > Page 10428 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Sensors and Switches - Accessories and Optional Equipment > Lock Cylinder Switch > Component Information > Locations LH Side Of I/P, Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Towing / Trailer System > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information Towing Information: Technical Service Bulletins Vehicle - Recreational (Dinghy) Towing Information Bulletin No.: 00-00-89-008F Date: July 28, 2006 INFORMATION Subject: Recreational (Dinghy) Towing Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Towing / Trailer System > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 10438 Models Supercede: This bulletin is being revised to add model years, models and additional information. Please discard Corporate Bulletin Number 00-00-89-008E (Section 00 - General Information). Some customers may want to tow their vehicle behind another vehicle with all FOUR tires on the ground. This is referred to as "dinghy" towing. Towing in this manner is acceptable only on the certain vehicles. The vehicle should be properly equipped and prepared as described below. The passenger cars listed above are the vehicles that CAN be dinghy towed. Passenger cars not listed above are vehicles where dinghy towing is not permitted or recommended. Certain 4WD trucks can be dinghy towed depending on the transfer case option. Rear wheel drive and AWD trucks should NOT be dinghy towed. Refer to the truck models and transfer case options below. Please refer to the applicable vehicle Owner's Manual before towing. Passenger Cars Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Towing / Trailer System > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 10439 Note: The vehicles shown must not be towed backwards or transmission damage may occur. Towing Procedure Note: Failure to follow these instructions may result in damage to the transmission. Important: The towing speed as stated in the Owner's Manual should not exceed 104 km/h (65 mph) for 1995-2005 vehicles. In order to properly dinghy tow the vehicle, follow these steps: 1. Firmly set the parking brake. 2. Open the fuse panel and pull the fuse(s) indicated in the Owner's Manual section detailing towing your vehicle. This prevents the instrument panel (IP) and/or electronic PRNDL indicator from draining the battery. 3. Securely attach the vehicle to the tow vehicle. 4. Turn the ignition key to the OFF position, which is one position forward of LOCK. Unlocking the steering column allows for proper movement of the front wheels and tires during towing. For 1997-1999 Cutlass, 1997-2003 Malibu, 2004-2006 Chevrolet Classic and 1999-2004 Alero/Grand Am models, turn the ignition switch to the accessory (ACC) position, which is one position forward of OFF. This position unlocks the transaxle. 5. Shift the transmission to Neutral (N). Note: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Towing / Trailer System > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 10440 Use extra care whenever towing another vehicle. Do not exceed the towing vehicle's gross combination weight (GCW) by adding the weight of the dinghy towed vehicle or vehicle damage may result. 6. When the vehicle being towed is firmly attached to the tow vehicle, release the parking brake. 7. Replace the fuse(s) in the fuse panel when finished towing. Tracker Models Note: Locking the steering column when towing your vehicle may damage the steering column. Always unlock the steering column before towing. Important: ^ Two-wheel drive Trackers cannot be dinghy towed. Two-wheel drive models MUST be towed with the rear drive wheels on a dolly. ^ The towing speed must not exceed 90 km/h (55 mph). In order to properly dinghy tow a 4WD Tracker, follow these steps: 1. Set the parking brake. 2. Shift the transmission into Park (AT) or second gear (MT). 3. With the ignition key in the ON position, move the transfer case to Neutral. Make sure the 4WD indicator on the instrument panel cluster is Off. 4. Turn the ignition key to ACC in order to unlock the steering wheel. 5. Release the parking brake. Stop towing the vehicle every 300 km (200 mi) and do the following steps: 1. Start the engine of the towed vehicle. 2. Leave the transfer case shift lever in Neutral. 3. Shift the transmission to Drive (AT). For vehicles with (MT), leave the transmission in second gear with the clutch engaged. 4. Run the engine at medium speed for one minute to circulate the oil through the transfer case. 2003-2007 Pontiac Vibe Only the front wheel drive vehicles with manual transmission are designed to be dinghy towed. Use the following procedure to properly dinghy tow these models: 1. Place the shift lever in Neutral. 2. Turn the ignition switch to the ACC position to avoid locking the steering wheel. Make sure that the audio system is turned off and that nothing is plugged into the power outlets. 3. Release the parking brake. 4. After dinghy towing the vehicle, let the engine idle for more than three minutes before driving the vehicle. Four Wheel Drive and All Wheel Drive Light Duty Trucks Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Towing / Trailer System > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 10441 Dinghy towing is permitted on the trucks shown with the transfer case placed in the Neutral position. Refer to the end of this bulletin for identification information to determine type of transfer case. The vehicles shown should NOT be dinghy towed because the transfer cases in these vehicles either have no neutral position or do not have an internal oil pump to provide lubrication while being towed. In order to properly tow the vehicles, place the vehicle on a platform trailer with all four tires off the ground. Avoid towing the vehicle with all four tires on the ground. In rare instances when towing with all four tires on the ground is unavoidable, both the front and the rear propeller shafts must be removed in order to prevent damage to the transfer case and/or transmission. Because front and rear propeller shafts are matched to attaching components at assembly, refer to the applicable Service Manual for procedures on propeller shaft removal/installation. Towing Procedure In order to properly dinghy tow the vehicle, use the following procedure: 1. Firmly set the parking brake. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Towing / Trailer System > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 10442 2. Place the AT in Park (P) or the MT in the lowest gear (1st). 3. Securely attach the vehicle being towed to the tow vehicle. Caution: Shifting the transfer case to Neutral can cause the vehicle to roll, even if the transmission is in park (automatic) or 1st gear (manual), and may cause personal injury. 4. If equipped, place the transfer case shift lever in Neutral (N). Note: Use extra care whenever towing another vehicle. Do not exceed the towing vehicle's gross combination weight (GCW) by adding the weight of the dinghy towed vehicle or vehicle damage may result. 5. When the vehicle being towed is firmly attached to the tow vehicle, release the parking brake. 6. The Owner's Manual specifies the appropriate ignition key position to ensure that the steering is unlocked to allow the front wheels to follow the tow vehicle. Rear Wheel Drive Light Duty Trucks Important: ^ Dust or dirt can enter the back of the transmission through the opening created by the removal of the slip yoke from the transmission if proper protection is not provided. ^ Verify that the transmission fluid is at the proper level before driving the truck. Rear wheel drive vehicles, equipped with AT or MT, should NOT be dinghy towed. These transmissions have no provisions for internal lubrication while being towed. In order to properly tow these vehicles, place the vehicle on a platform trailer with all four tires off the ground. Avoid towing the vehicle with all four tires on the ground. In rare instances when it is unavoidable that a rear wheel drive vehicle be dinghy towed, the propeller shaft to axle yoke orientation should be marked and the propeller shaft removed. Refer to the applicable Service Manual for procedures on propeller shaft removal/installation. Transfer Case Identification Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Towing / Trailer System > Towing Information > System Information > Technical Service Bulletins > Vehicle - Recreational (Dinghy) Towing Information > Page 10443 The identification tag on the rear half of the transfer case provides the information shown. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Technical Service Bulletins > Engine Controls - Service Manual Supplement Announcement Body Control Module: Technical Service Bulletins Engine Controls - Service Manual Supplement Announcement File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-04-010 Date: March, 1999 INFORMATION Subject: 1997 Service Manual Supplement Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass The 1997 GMP/97-LN-2 service information has been revised to incorporate the changes associated with the Body Function Controller (BFC). Please refer to the 1997 Service Manual supplement (part number GMP/97-LN-UPD) for the revised service information. This supplement provides revised diagnostic procedures and service information for the following items: ^ DTC P0630 A/C Refrigerant Pressure Sensor Circuit ^ DTC P1601 Serial Communication Malfunction ^ DTC P1602 Class II Failure with EBCM ^ DTC P1610 Class II Failure with BFC ^ DTC P1626 No Password ^ DTC P1530 Theft Deterrent PCM in Learn Mode ^ DTC P1631 Theft Deterrent Password Incorrect ^ DTC P1632 Theft Deterrent System Fuel Disabled ^ A/C Refrigerant Pressure Sensor Circuit ^ A/C Compressor Clutch Control ^ Electric Cooling Fan ^ Electric Cooling Fan (Table 1) ^ Electric Cooling Fan (Table 2) ^ Electric Cooling Fan (Table 3) ^ Engine Oil Pressure Switch ^ PCM Controlled Air Conditioning ^ Electric Cooling Fan General Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Technical Service Bulletins > Page 10450 Below RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10453 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10454 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10455 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10456 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10457 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10458 Body Control Module: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10459 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10460 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10461 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10462 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10463 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10464 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10465 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10466 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10467 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10468 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10469 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10470 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10471 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10472 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10473 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10474 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10475 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10476 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10477 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10478 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10479 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10480 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10481 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10482 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10483 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10484 Body Control Module: Connector Views Body Function Controller (BFC): C1 Body Function Controller (BFC): C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10485 Body Function Controller (BFC): C2 (Part 1 Of 2) Body Function Controller (BFC): C2 (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10486 Body Function Controller (BFC): C3 Body Function Controller (BFC): C3 (Part 1 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10487 Body Function Controller (BFC): C3 (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10488 Body Control Module: Electrical Diagrams Body Function Controller (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10489 Body Function Controller (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10490 Body Function Controller (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page 10491 Body Function Controller (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Service Precautions > Technician Safety Information Body Control Module: Technician Safety Information CAUTION: ^ This vehicle is equipped with Supplemental Inflatable Restraint (SIR). Refer to Service Precautions / Air Bags (Supplemental Restraint Systems) before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Service Precautions > Technician Safety Information > Page 10494 Body Control Module: Vehicle Damage Warnings Overloading Circuits The computer system is designed to withstand normal current draws associated with vehicle operation, however, care must be taken to avoid overloading any of these circuits. In testing for opens or shorts, do not ground or apply voltage to any of the circuits unless instructed to do so by the diagnostic procedures. These circuits may only be tested using the High Impedance Multimeter (J 39200 or equivalent) if they remain connected to one of the computers. Never remove or apply voltage to one of the computers with the Ignition Switch in the RUN position. Before removing or connecting battery cables, fuses or connectors always turn the Ignition Switch to the OFF position. Fastener Requirements NOTE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for the application. General Motors will call out those fasteners that require a replacement after removal. General Motors will also call out the fasteners that require thread lockers or thread sealant. UNLESS OTHERWISE SPECIFIED, do not use supplemental coatings (paints, greases, or other corrosion inhibitors) on threaded fasteners or fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and specifications. Following these instructions can help you avoid damage to parts and systems. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation Body Control Module: Description and Operation Body Control System Operation Bulb Check General Description The bulb check function resides in the Body Function Controller (BFC). Every time the Ignition Switch transitions from ACC to RUN, an Instrument Cluster bulb check will occur for a calibrated amount of time for specified indicators. Bulb check will override the OFF state of the affected indicators. The Body Function Controller (BFC) will determine which indicators to bulb check by looking at an EEPROM table. Every Serial Peripheral Interface (SPI) indicator has a bit in the EEPROM table. The gauges will WOW during a bulb check. A WOW is when all of the gauge indicators are moved at the same time and all indicators are lit. If there is an indicator lit before the WOW, the indicator shall remain lit after this function has concluded. Compressor Controls The Powertrain Control Module (PCM) and Body Function Controller (BFC) share hardware and software for control of the AC Compressor Clutch. The Powertrain Control Module (PCM) and the Body Function Controller (BFC) communicate this information over the serial data Class 2 line. The Body Function Controller (BFC) performs the following software functions: ^ Limit Low Speed Compressor Operation ^ Prevent Clutch Slippage ^ High Coolant Temperature ^ Monitor for Overpressure ^ Determine Low Ambient Pressure ^ Control Compressor Clutch The Powertrain Control Module (PCM) performs the following functions: ^ Prevent Compressor Overspeed ^ Limit Compressor Speed (in PARK or NEUTRAL) ^ Drive Compressor Clutch ^ Perform Anti-Slug (Slugging is when a mass of liquid enters the AC Compressor Pump) Interior Lighting Control The Body Function Controller (BFC) provides the following interior lamp control: ^ Courtesy lamps. ^ Illuminated Entry control of Courtesy Lamps. Courtesy Lamps are enabled by the following methods: ^ By discrete input to the Body Function Controller (BFC) from the door ajar switches. ^ If any of the doors are open and the vehicle speed is less than 13 km/h (8 mp/h). ^ If the Ignition Switch has been turned OFF for less than two minutes and then the doors are closed, the lights will stay on for 4 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for more than two minutes and then the doors are closed, the lights will stay on for 40 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for less than two minutes and the Ignition Key is removed or the doors are opened, the lights will turn on for 15 seconds (or until the Ignition Key is re-inserted or a door open switch is cycled). ^ Remote Control Door Lock Transmitter activation of the Driver Door Unlock or the Trunk Release (function of Illuminated entry). When the interior lights are to be turned off because a customer is leaving the vehicle (the Ignition Switch is turned OFF for more than two minutes), they are first step dimmed, and then theater dimmed to the OFF state. If the Ignition Switch is turned OFF for less than two minutes the interior lights are theater dimmed to the OFF state in four seconds. If the customer sits in the vehicle and the interior lights have turned OFF and the customer removes the Ignition Key the interior lights will illuminate for 15 seconds. Volts Indicator The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation > Page 10497 There are four fault codes possible that will illuminate the volts indicator. The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Wake-Up/Asleep States Wake-ups are signals that will turn the Body Function Controller (BFC) ON and cause it to begin active control and/or monitoring. The Body Function Controller (BFC) is asleep when it has stopped control or monitoring and has become idle again. The Body Function Controller (BFC) Wake-ups are as follows: ^ Door Ajar Switches ^ Ignition Switch actuation ^ Inadvertent Power ^ Battery Guard ^ Remote Control Door Lock Receiver Driver Door Unlock actuation Trunk Release The Body Function Controller will go to sleep and go into Battery Rundown Protection mode are as follows: ^ Less than 24 km (15 miles), 3 minutes ^ Greater than 24 km (15 miles), 20 minutes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Description and Operation > Body Control System Operation > Page 10498 Body Control Module: Description and Operation General Description The Body Function Controller (BFC) performs the following functions: ^ A/C Compressor request ^ A/C Cooling Fan ^ Exterior and interior lighting control Daytime Running Lights (DRL) - Automatic Lighting Control - Fog Lamps - Interior Lighting ^ Battery Rundown Protection ^ Chime ^ Gauge Control ^ Instrument Cluster Indicator Control ^ Theft Deterrent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview Basic Knowledge Required Before performing diagnosis there are some areas that you must be familiar with. Without this basic knowledge, you will have difficulty using diagnostic procedures. 1. Basic Electrical Circuits - The basic theory of electricity is essential. An understanding of voltage, current, resistance and their relationships to each other will help in the diagnosis of an open or shorted circuit. You must be able to read and understand a schematic wiring diagram. 2. Use of Circuit Testing Tools - You must know how to use jumper wires to bypass components to test circuits. You must be familiar with the High Impedance Multimeter (DMM - Digital Multi Meter), particularly essential tool J 39200 or equivalent. You must be able to measure voltage, resistance, and current with the DMM you are using. 3. Use of the scan tool - You must know how to use, connect, manipulate and diagnose circuits using this essential tool. You must be familiar with screens and control module partitions. Body Function Controller System Check Diagnostic Trouble Codes Warning IMPORTANT Do NOT replace the Body Function Controller (BFC) unless a Diagnostic Trouble Code (DTC) remains Current after all DTC tables have been executed. NEVER replace the Body Function Controller (BFC) based on History codes. The Body Function Controller (BFC) and the Electronic Brake Control Module (EBCM) are connected to the Class 2 serial data link and are capable of setting Diagnostic Trouble Codes. The history DTC codes (a history DTC is a current DTC fault that disappears in the next ignition cycle) can be especially useful in diagnosing an intermittent problem. An explanation of these are given below in Diagnostic Trouble Codes (DTC) TABLE #13. On Vehicle Diagnostic Capabilities Aboard this vehicle are electronic components which can be controlled by the service technician to provide valuable self-diagnostic information. These components are part of an electrical network designed to control various engine and body subsystems. System sensors and switches are monitored by the computer system. These components are ^ Body Function Controller (BFC) ^ Electronic Brake Control Module (EBCM) ^ Instrument Cluster Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 10501 ^ Powertrain Control Module (PCM) ^ Sensing and Diagnostic Module (SDM) - Supplemental Inflatable Restraint System (CKT 800 UART) A combination of inputs from these components, other sensors and switches go to the computers either as discrete/analog inputs, communicated on the communications link (called the Data Line (circuit 1807 Class 2, or circuit 800 UART) and Serial Peripheral Interface (SPI) [circuit 1321, circuit 1322 and circuit 1323]) to other computers. Visual Inspection One of the most important checks, which must be done before any diagnostic activity, is a careful visual inspection of suspect wiring and components. This can often lead to fixing a malfunction without further steps. Inspect the battery hydrometer (green eye) to assure the Battery is not discharged. Inspect all vacuum and electrical circuits for pinches, cuts or disconnects. This visual inspection is very important. It must be done carefully and thoroughly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 10502 Body Control Module: Reading and Clearing Diagnostic Trouble Codes With Scan Tool The procedure for reading diagnostic trouble code(s) is to use a diagnostic scan tool. Read Diagnostic Trouble Codes Using a Tech 1, Tech 2 or Other Scan Tool. When reading DTC(s), follow instructions supplied by tool manufacturer. Without Scan Tool A scan tool must be used to retrieve DTCs from the PCM memory. DTCs can no longer be retrieved by grounding terminals "A" to "B" at the Data Link Connector (DLC). This also eliminates the PCM function of flashing Code 12. The use of a Tech 1 scan tool or equivalent will be needed to obtain both current and history DTCs. Failure to follow this step could result in unnecessary repairs. With Scan Tool NOTE: Only clear DTC's when instructed to do so. All of the diagnostic data that was saved along with the DTC will also be erased when the code is cleared. To clear Diagnostic Trouble Codes (DTCs), use the diagnostic scan tool, "clear DTCs" or "clear info" function. When clearing DTCs follow instructions supplied by the tool manufacturer. To Clear DTCs From Memory: ^ Use a scan tool (recommended) Or ^ Ignition OFF for at least 10 seconds, ^ Disconnect the negative battery cable for 30 seconds (clears status flags). Notice: Clearing the PCM DTC memory by disconnecting the battery will clear all PCM memories. Since some operations (particularly IAC valve idle control) are learned, it may be necessary to partially depress the accelerator pedal when re-starting the engine after PCM memory is cleared. It may also be necessary to release the accelerator pedal very slowly when first returning to idle, to prevent a stall. This will allow the PCM to re-learn IAC valve position. Learned operations may be restored by normal driving. Without Scan Tool NOTE: Only clear DTC's when instructed to do so. All of the diagnostic data that was saved along with the DTC will also be erased when the code is cleared. A scan tool should be used to clear diagnostic trouble codes. When a scan tool is not available, DTCs can also be cleared by disconnecting one of the following sources for at least thirty (30) seconds: NOTE: When codes are cleared in the following manner, a short period of poor driveablity could result while the processor goes through a relearning process. Caution: To prevent system damage, the ignition key must be "OFF" when disconnecting or reconnecting battery power. ^ The power source to the control module. Examples: fuse, pigtail at battery PCM connectors etc. ^ The negative battery cable. (Disconnecting the negative battery cable may result in the loss of other on-board memory data, such as preset radio tuning). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 10503 Body Control Module: Component Tests and General Diagnostics Bulb Check General Description The bulb check function resides in the Body Function Controller (BFC). Every time the Ignition Switch transitions from ACC to RUN, an Instrument Cluster bulb check will occur for a calibrated amount of time for specified indicators. Bulb check will override the OFF state of the affected indicators. The Body Function Controller (BFC) will determine which indicators to bulb check by looking at an EEPROM table. Every Serial Peripheral Interface (SPI) indicator has a bit in the EEPROM table. The gauges will WOW during a bulb check. A WOW is when all of the gauge indicators are moved at the same time and all indicators are lit. If there is an indicator lit before the WOW, the indicator shall remain lit after this function has concluded. Compressor Controls The Powertrain Control Module (PCM) and Body Function Controller (BFC) share hardware and software for control of the AC Compressor Clutch. The Powertrain Control Module (PCM) and the Body Function Controller (BFC) communicate this information over the serial data Class 2 line. The Body Function Controller (BFC) performs the following software functions: ^ Limit Low Speed Compressor Operation ^ Prevent Clutch Slippage ^ High Coolant Temperature ^ Monitor for Overpressure ^ Determine Low Ambient Pressure ^ Control Compressor Clutch The Powertrain Control Module (PCM) performs the following functions: ^ Prevent Compressor Overspeed ^ Limit Compressor Speed (in PARK or NEUTRAL) ^ Drive Compressor Clutch ^ Perform Anti-Slug (Slugging is when a mass of liquid enters the AC Compressor Pump) Interior Lighting Control The Body Function Controller (BFC) provides the following interior lamp control: ^ Courtesy lamps. ^ Illuminated Entry control of Courtesy Lamps. Courtesy Lamps are enabled by the following methods: ^ By discrete input to the Body Function Controller (BFC) from the door ajar switches. ^ If any of the doors are open and the vehicle speed is less than 13 km/h (8 mp/h). ^ If the Ignition Switch has been turned OFF for less than two minutes and then the doors are closed, the lights will stay on for 4 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for more than two minutes and then the doors are closed, the lights will stay on for 40 seconds (or until the Ignition Switch is turned to the RUN position). ^ If the Ignition Switch has been turned OFF for less than two minutes and the Ignition Key is removed or the doors are opened, the lights will turn on for 15 seconds (or until the Ignition Key is re-inserted or a door open switch is cycled). ^ Remote Control Door Lock Transmitter activation of the Driver Door Unlock or the Trunk Release (function of Illuminated entry). When the interior lights are to be turned off because a customer is leaving the vehicle (the Ignition Switch is turned OFF for more than two minutes), they are first step dimmed, and then theater dimmed to the OFF state. If the Ignition Switch is turned OFF for less than two minutes the interior lights are theater dimmed to the OFF state in four seconds. If the customer sits in the vehicle and the interior lights have turned OFF and the customer removes the Ignition Key the interior lights will illuminate for 15 seconds. Volts Indicator The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. There are four fault codes possible that will illuminate the volts indicator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 10504 The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Wake-Up/Asleep States Wake-ups are signals that will turn the Body Function Controller (BFC) ON and cause it to begin active control and/or monitoring. The Body Function Controller (BFC) is asleep when it has stopped control or monitoring and has become idle again. The Body Function Controller (BFC) Wake-ups are as follows: ^ Door Ajar Switches ^ Ignition Switch actuation ^ Inadvertent Power ^ Battery Guard ^ Remote Control Door Lock Receiver Driver Door Unlock actuation Trunk Release The Body Function Controller will go to sleep and go into Battery Rundown Protection mode are as follows: ^ Less than 24 km (15 miles), 3 minutes ^ Greater than 24 km (15 miles), 20 minutes Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 10505 Body Control Module: Scan Tool Testing and Procedures System Tests System Tests, using the Scan Tool, allow for the display of values as actually seen or commanded by the various computers (i.e. PCM, IC, SDM, EBCM, or BFC). The Test Types available are dependent upon the System selected, but may include the following: ^ Data (Analog Inputs) - displays analog values as seen by the system. ^ Inputs and Outputs (Digital Inputs) - displays digital values as seen by the system and provides an indication of whether the input or output has cycled. ^ Special Functions (Output Controls) - allows for outputs of the system to be set at a desired value (ON or OFF). ^ Clear Codes - will erase all DTCs stored for the system currently selected (Note: If the malfunction is still present, the DTC may immediately reset). Body Main Menu The scan tool software is broken into major computer controller groups that are found in the body of the vehicle. The Body Function Controller (BFC), in addition to being an element of the Class 2 serial data link, also has hardwired inputs as do the Powertrain Control Module (PCM), Electronic Brake Control Module (EBCM), the Instrument Cluster, and the Sensing and Diagnostic Module (SDM). Some of these inputs are used to display information for the Instrument Cluster gauges and indicators while other inputs are converted into serial data link and transmitted on the Class 2 serial data link and the Serial Peripheral Interface (SPI) serial data link. The Body Function Controller (BFC) is the only interface to the Instrument Cluster, the Body Function Controller (BFC) converts Class 2 data to Serial Peripheral Interface (SPI) for the Instrument Cluster. The choice of inputs that can be read are listed in TABLE #1. TABLE #1 - BODY MAIN MENU Function Supplemental Inflatable Restraint Body Function Controller Entertainment and Comfort Bus Features Menu Description In this mode of operation, the scan tool can navigate through various modes of information gathering modes; Diagnostic Trouble Codes (DTC), Data Display, Snapshot, and Special Functions. The Diagnostic Trouble Codes (DTC) menu allow the technician to view the error codes set by the Body Function Controller (BFC). The Data Display menu allows the technician to view what the current state the various Body Function Controllers inputs and outputs. The Snapshot menu function allows the technician to view and store the inputs as an aid in diagnosis of multi-system faults. The Special Functions menu allows the technician to actuate the Body Function Controller's outputs. The choice of inputs that can be read are listed in TABLE #2. Diagnostic Trouble Code Menu In this mode the technician is allowed to view and clear current and history Diagnostic Trouble Codes (DTC). Data Display Menu Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 10506 Description In this mode of operation, the scan tool allows the technician to command the Body Function Controller (BFC) to display its various inputs, outputs, and Instrument Cluster information for ease in diagnosis. This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly from the Body Function Controller (BFC) inputs, the Instrument Cluster or the Powertrain Control Module (PCM) and if the computer systems are operating properly. The choice of inputs that can be read are listed in TABLE #3. Module Information Menu Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read from the instrument Cluster pertinent information about the Instrument Cluster (Part Number, Calibration ID and the year of construction), the information that can be read is listed in TABLE #4. PCM to BFC A/C Clutch Data Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various data inputs from the Powertrain Control Module (PCM). This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly from the Powertrain Control Module (PCM) and if the Powertrain Control Module (PCM) is allowing the A/C Compressor to function. The inputs that can be read are listed in TABLE #5 Security Data Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 10507 Description In this mode of operation, the scan tool reads the Vehicle Theft Deterrent data in the Body Function Controller (BFC). The outputs that can be viewed are listed in TABLE #9. Data Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various analog data inputs. This mode can be used to determine whether the Body Function Controller (BFC) is receiving analog data correctly or if a component is operating properly. The inputs that can be read are listed on TABLE #6. Inputs Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 10508 In this mode of operation, the scan tool can command the Body Function Controller (BFC) to read its various inputs. This mode can be used to determine whether the Body Function Controller (BFC) is receiving data correctly or if a component is operating properly. The inputs that can be read are listed on TABLE #7. Outputs Description In this mode of operation, the scan tool can command the Body Function Controller (BFC) to override its normal operation and force the Body Function Controller (BFC) to enable its outputs (engage relays, operate Courtesy Lighting, etc). This mode can be used to determine whether the Body Function Controller (BFC) is capable of producing a given output. The outputs that can be controlled are listed in TABLE #8. SPI Data Description In this mode of operation, the scan tool can command the Instrument Cluster via Body Function Controller (BFC) to determine proper Serial Peripheral Interface (SPI) data bus operation. The data that can be displayed is listed in TABLE #10. BFC to Cluster Data Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 10509 Description In this mode of operation the scan tool can command the Instrument Cluster, by Class 2 message to the Body Function Controller (BFC) and via the Serial Peripheral Interface (SPI) serial data bus to override its normal operation and force the Instrument Cluster to enable its outputs (gauges move, indicators lit etc). This mode can be used to determine whether the Instrument Cluster is capable of producing a given output. The outputs that can be controlled are listed in TABLE #11. Snapshot The SNAPSHOT function is the same one used to capture DTCs for the Powertrain Control Module. Special Functions Menu Description In this mode of operation the technician is capable of turning on and off almost all of the Body Function Controller (BFC) outputs. The functions that can be controlled are found under the Output Control menu. The information in TABLE #12 shows what outputs the scan tool can command. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement Body Control Module: Service and Repair Body Function Controller (BFC) Replacement Remove or Disconnect 1. Negative battery cable. 2. Right sound insulator. 3. BFC assembly. 4. BFC connectors in the following order: Pink Connector C3 first, then C1 and C2. Install or Connect 1. BFC connectors in the following order: C1, C2 and Pink connector C3 last. 2. BFC Module 3. Right sound insulator. 4. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement > Page 10512 Body Control Module: Service and Repair Body Function Controller Reprogramming Procedure IMPORTANT When removing the Body Function Controller (BFC) disconnect connector C3 FIRST, then disconnect the remaining connectors. When installing the Body Function Controller (BFC) connect connectors C1 and C2 first. ALWAYS connect connector C3 LAST. USING A SCAN TOOL AND TECHLINE TERMINAL TO CONFIGURE THE BODY FUNCTION CONTROLLER 1. Connect the scan tool to vehicle diagnostic connector, and choose Service Programming from the scan tool Main Menu. 2. After entering the vehicle information, choose the Request Info soft key on the scan tool. 3. Disconnect the scan tool from the vehicle and connect the scan tool to the Techline Terminal. 4. At the Techline Terminal, select Service Programming System (SPS). 5. Select Terminal to scan tool programming method. 6. Select Done and follow instructions on the Communications Setup screen. 7. Select Program Body Function Controller. 8. Select Program at the Summary screen. The terminal will download in formation to the Scan tool. 9. Return to the vehicle and connect the scan tool to the diagnostic connector. 10. Select Service Programming from the scan tool Main Menu. 11. Answer the prompts regarding model year and vehicle type. Press the Body Function Controller soft key on scan tool. The Body Function Controller will be programmed with the configuration file stored in the scan tool. 12. Reprogram the Theft Deterrent System. 13. Reprogram the Powertrain Control Module (PCM). 14. Verify the repair. TROUBLESHOOTING HINTS: ^ Make the following checks before beginning system diagnosis. 1. Check all fuses by visual inspection. 2. Ensure that all connectors in system are mated correctly. 3. Check for open in Class 2 serial data link (CKT 1807). 4. Check for an open in the Serial Peripheral Interface (SPI) serial data link (CKT 1321, 1322, 1323). 5. Do NOT replace the Body Function Controller (BFC) with only History Codes set. ^ Check for a broken (or partially broken) wire inside of the insulation which could cause system failure but prove GOOD in a continuity/voltage check. ^ Check for proper installation of aftermarket electronic equipment which may affect the integrity of their systems. ^ Check that all grounds are tight and clean. ^ Refer to System Diagnosis. SYSTEM DIAGNOSIS ^ Perform the Body Function Controller (BFC) Diagnostic System Check and refer to the Symptom Table for the appropriate diagnostic procedures. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Body Control Systems > Body Control Module > Component Information > Service and Repair > Body Function Controller (BFC) Replacement > Page 10513 Body Control Module: Service and Repair Reprogramming Procedure - Auto - Learn The following procedure allows for anyone to reprogram the Body Function Controller (BFC) Learned Data Code without any tools (other than the scan tool) when a new Ignition Switch, Powertrain Control Module (PCM), and/or the BFC is installed. The following is the auto learn procedure: The BFC will set the DTC 3031 Controller in learn mode when entering the reprogramming procedure. 1. Clear all DTC's 2. Turn the Ignition Switch to the START position. 3. The vehicle will start and then stall. 4. Turn the Ignition Switch to the RUN position until the THEFT SYSTEM indicator turns off (approximately 10 minutes). 5. Turn the Ignition Switch to the OFF position then back to the RUN position. 6. The BFC will learn the new data on the next start attempt. 7. Reprogram the PCM to allow the PCM to learn the new Passlock (TM) code. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Front Bumper > Front Bumper Cover / Fascia > System Information > Technical Service Bulletins > Body - TPO Fascia Cleaning Prior to Painting Front Bumper Cover / Fascia: Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Front Bumper > Front Bumper Cover / Fascia > System Information > Technical Service Bulletins > Body - TPO Fascia Cleaning Prior to Painting > Page 10520 Front Bumper Cover / Fascia: Technical Service Bulletins Bumper - Fascia Thermoplastic Repair File In Section: 10 - Body Bulletin No.: 73-10-50 Date: February, 1997 INFORMATION Subject: Thermoplastic Repair Including Front Impact Beam Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass The Xenoy impact beam has been engineered to withstand slight impacts (5 mph or less), and sustain little or no damage. However, in some instances, the impact beam will deform from its original state. Following this procedure will allow the technician to repair an impact beam and return the vehicle to its original crashworthiness. However, if beam is cracked, replace it. There are 3 basic thermoplastic repair methods as follows: 1. Identify Plastic 2. Clean 3. Repair Detailed Repair Procedure 1. Remove the part from the vehicle. 2. Identify plastic - look for ISO symbol molded into part (example: PC + PETP). 3. Clean - clean part with soap, water and plastic cleaner (example: Dupont 2319S or equivalent). 4. Repair - using a hot-air welder or a hot air gun, heat damaged area very slowly for maximum results. Continue to apply heat until you are able to move part back into its original configuration, (no creasing or irregularities, and all of the material is flat). Then, shape to original contour. 5. Allow part to cool. 6. Remount the part to the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Front Bumper > Front Bumper Reinforcement > System Information > Technical Service Bulletins > Body - Polypropylene Energy Absorber Replacement Front Bumper Reinforcement: Technical Service Bulletins Body - Polypropylene Energy Absorber Replacement Bulletin No.: 07-08-63-001 Date: April 17, 2007 INFORMATION Subject: Information on Repair of Polypropylene Energy Absorbers Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to change the repair information. Please discard Corporate Bulletin Number 63-20-02 (Section 8 - Body and Accessories). Because the energy absorbers are relatively low in cost to replace, it is now more cost efficient to replace the energy absorbers whenever they are damaged. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Rear Bumper > Rear Bumper Cover / Fascia > System Information > Technical Service Bulletins > Body - TPO Fascia Cleaning Prior to Painting Rear Bumper Cover / Fascia: Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Rear Bumper > Rear Bumper Cover / Fascia > System Information > Technical Service Bulletins > Body - TPO Fascia Cleaning Prior to Painting > Page 10530 Rear Bumper Cover / Fascia: Technical Service Bulletins Bumper - Fascia Thermoplastic Repair File In Section: 10 - Body Bulletin No.: 73-10-50 Date: February, 1997 INFORMATION Subject: Thermoplastic Repair Including Front Impact Beam Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass The Xenoy impact beam has been engineered to withstand slight impacts (5 mph or less), and sustain little or no damage. However, in some instances, the impact beam will deform from its original state. Following this procedure will allow the technician to repair an impact beam and return the vehicle to its original crashworthiness. However, if beam is cracked, replace it. There are 3 basic thermoplastic repair methods as follows: 1. Identify Plastic 2. Clean 3. Repair Detailed Repair Procedure 1. Remove the part from the vehicle. 2. Identify plastic - look for ISO symbol molded into part (example: PC + PETP). 3. Clean - clean part with soap, water and plastic cleaner (example: Dupont 2319S or equivalent). 4. Repair - using a hot-air welder or a hot air gun, heat damaged area very slowly for maximum results. Continue to apply heat until you are able to move part back into its original configuration, (no creasing or irregularities, and all of the material is flat). Then, shape to original contour. 5. Allow part to cool. 6. Remount the part to the vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Rear Bumper > Rear Bumper Reinforcement > System Information > Technical Service Bulletins > Body - Polypropylene Energy Absorber Replacement Rear Bumper Reinforcement: Technical Service Bulletins Body - Polypropylene Energy Absorber Replacement Bulletin No.: 07-08-63-001 Date: April 17, 2007 INFORMATION Subject: Information on Repair of Polypropylene Energy Absorbers Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to change the repair information. Please discard Corporate Bulletin Number 63-20-02 (Section 8 - Body and Accessories). Because the energy absorbers are relatively low in cost to replace, it is now more cost efficient to replace the energy absorbers whenever they are damaged. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > Customer Interest: > 83-17-04 > Oct > 98 > Door Handles - On White Painted Vehicles Turning Yellow Front Door Exterior Handle: Customer Interest Door Handles - On White Painted Vehicles Turning Yellow File In Section: 10 - Body Bulletin No.: 83-17-04 Date: October 1998 Subject: Door Handles on White Painted Vehicles Turning Yellow (Replace Lock Cylinder and Door Handle) Models: 1992-98 Buick Skylark 1995-99 Buick Riviera 1997-99 Buick Century, Regal 1992-99 Cadillac Eldorado, Seville 1994-99 Cadillac DeVille 1997-99 Chevrolet Corvette, Malibu 1991-96 Oldsmobile Ninety Eight 1992-98 Oldsmobile Achieva 1992-99 Oldsmobile Eighty Eight, LSS, Regency 1995-99 Oldsmobile Aurora 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1992-99 Pontiac Bonneville, Grand Am 1997-99 Pontiac Grand Prix 1997-99 Chevrolet Venture 1997-99 Oldsmobile Silhouette 1997-99 Pontiac Trans Sport Condition Some customers may comment that the white paint around the door handle is turning yellow. Cause The grease that is used to lubricate the tumblers in the lock cylinder may migrate out of the cylinder and stain the paint. Correction Replace the lock cylinder and door handle. New lock cylinder kits have been released. The new kits have a black tube of grease in them which should be used on white vehicles. The old kits have either a clear tube or white tube of grease that can be used on any vehicle EXCEPT white painted vehicles. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > By Symptom: > 83-17-04 > Oct > 98 > Door Handles - On White Painted Vehicles Turning Yellow Front Door Exterior Handle: By Symptom Door Handles - On White Painted Vehicles Turning Yellow File In Section: 10 - Body Bulletin No.: 83-17-04 Date: October 1998 Subject: Door Handles on White Painted Vehicles Turning Yellow (Replace Lock Cylinder and Door Handle) Models: 1992-98 Buick Skylark 1995-99 Buick Riviera 1997-99 Buick Century, Regal 1992-99 Cadillac Eldorado, Seville 1994-99 Cadillac DeVille 1997-99 Chevrolet Corvette, Malibu 1991-96 Oldsmobile Ninety Eight 1992-98 Oldsmobile Achieva 1992-99 Oldsmobile Eighty Eight, LSS, Regency 1995-99 Oldsmobile Aurora 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1992-99 Pontiac Bonneville, Grand Am 1997-99 Pontiac Grand Prix 1997-99 Chevrolet Venture 1997-99 Oldsmobile Silhouette 1997-99 Pontiac Trans Sport Condition Some customers may comment that the white paint around the door handle is turning yellow. Cause The grease that is used to lubricate the tumblers in the lock cylinder may migrate out of the cylinder and stain the paint. Correction Replace the lock cylinder and door handle. New lock cylinder kits have been released. The new kits have a black tube of grease in them which should be used on white vehicles. The old kits have either a clear tube or white tube of grease that can be used on any vehicle EXCEPT white painted vehicles. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > All Technical Service Bulletins: > 83-17-04 > Oct > 98 > Door Handles - On White Painted Vehicles Turning Yellow Front Door Exterior Handle: All Technical Service Bulletins Door Handles - On White Painted Vehicles Turning Yellow File In Section: 10 - Body Bulletin No.: 83-17-04 Date: October 1998 Subject: Door Handles on White Painted Vehicles Turning Yellow (Replace Lock Cylinder and Door Handle) Models: 1992-98 Buick Skylark 1995-99 Buick Riviera 1997-99 Buick Century, Regal 1992-99 Cadillac Eldorado, Seville 1994-99 Cadillac DeVille 1997-99 Chevrolet Corvette, Malibu 1991-96 Oldsmobile Ninety Eight 1992-98 Oldsmobile Achieva 1992-99 Oldsmobile Eighty Eight, LSS, Regency 1995-99 Oldsmobile Aurora 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1992-99 Pontiac Bonneville, Grand Am 1997-99 Pontiac Grand Prix 1997-99 Chevrolet Venture 1997-99 Oldsmobile Silhouette 1997-99 Pontiac Trans Sport Condition Some customers may comment that the white paint around the door handle is turning yellow. Cause The grease that is used to lubricate the tumblers in the lock cylinder may migrate out of the cylinder and stain the paint. Correction Replace the lock cylinder and door handle. New lock cylinder kits have been released. The new kits have a black tube of grease in them which should be used on white vehicles. The old kits have either a clear tube or white tube of grease that can be used on any vehicle EXCEPT white painted vehicles. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > All Other Service Bulletins for Front Door Exterior Handle: > 01-08-63-003 > May > 01 > Hood - Will Not latch Hood Latch: All Technical Service Bulletins Hood - Will Not latch File In Section: 08 - Body and Accessories Bulletin No.: 01-08-63-003 Date: May, 2001 TECHNICAL Subject: Hood Will Not Latch (Reroute Hood Release Cable) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that when they close the hood, the primary latch does not engage. This condition occurs during cold weather. Cause The hood release cable slopes downward from the hood latch assembly which traps water inside. In freezing temperatures, ice forms and prevents the cable from returning to the latch position after it is released. Correction Thaw the hood release cable and reroute using the appropriate service procedure below. Service Procedure (Chevrolet Malibu) 1. Open the hood. 2. Remove the push-in retainers (1) from the upper edge of the grille. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > All Other Service Bulletins for Front Door Exterior Handle: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10562 3. Disconnect the grille (3) from the fascia (2) by pulling upward on the grille. 4. Remove the two upper push-in retainers (2) from the left splash deflector. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (2). 7. Reinstall the grille into the fascia and reinstall the push-in retainers on the upper edge of the grille. 8. Close and reopen the hood to insure proper operation. Service Procedure (Oldsmobile Cutlass) 1. Open the hood. 2. Raise the vehicle on the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > All Other Service Bulletins for Front Door Exterior Handle: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10563 3. Remove the two upper push-in retainers (2) from the left splash deflector. 4. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (1). 7. Lower the vehicle. 8. Close and reopen the hood to insure proper operation. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > All Other Service Bulletins for Front Door Exterior Handle: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10569 3. Disconnect the grille (3) from the fascia (2) by pulling upward on the grille. 4. Remove the two upper push-in retainers (2) from the left splash deflector. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (2). 7. Reinstall the grille into the fascia and reinstall the push-in retainers on the upper edge of the grille. 8. Close and reopen the hood to insure proper operation. Service Procedure (Oldsmobile Cutlass) 1. Open the hood. 2. Raise the vehicle on the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > All Other Service Bulletins for Front Door Exterior Handle: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10570 3. Remove the two upper push-in retainers (2) from the left splash deflector. 4. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (1). 7. Lower the vehicle. 8. Close and reopen the hood to insure proper operation. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > All Other Service Bulletins for Front Door Exterior Handle: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10576 3. Disconnect the grille (3) from the fascia (2) by pulling upward on the grille. 4. Remove the two upper push-in retainers (2) from the left splash deflector. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (2). 7. Reinstall the grille into the fascia and reinstall the push-in retainers on the upper edge of the grille. 8. Close and reopen the hood to insure proper operation. Service Procedure (Oldsmobile Cutlass) 1. Open the hood. 2. Raise the vehicle on the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > All Other Service Bulletins for Front Door Exterior Handle: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10577 3. Remove the two upper push-in retainers (2) from the left splash deflector. 4. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (1). 7. Lower the vehicle. 8. Close and reopen the hood to insure proper operation. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > Page 10578 Front Door Exterior Handle: Service and Repair REMOVAL PROCEDURE 1. Raise the window to the full up position. 2. Remove the door trim panel. 3. Remove enough of the door water deflector in order to access the door outside handle (1). 4. Remove the door outside handle rod (2) from the door lock actuator. 5. Remove the door lock cylinder rod from the front door lock cylinder (4). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > Page 10579 6. Remove the door outside handle bolts (3). 7. Remove the door outside handle (1). 8. Remove the door inside locking rod from the door outside handle. 9. Remove the door lock cylinder (4) by removing the retaining clip. 10. Remove the door lock cylinder gasket (3). INSTALLATION PROCEDURE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > Page 10580 1. Install the door lock cylinder gasket (3). 2. Install the door lock cylinder (4) by installing the retaining clip. 3. Install the door inside locking rod to the door outside handle (1). 4. Install the door outside handle (1). 5. Install the door outside handle bolts (3). 6. Place the door outside handle in the closed position. Push the lower end of the door outside handle rod into the retainer on the door lock actuator. Close the retainer. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Exterior Handle > System Information > Technical Service Bulletins > Page 10581 7. Install the door lock cylinder rod to the front door lock cylinder (4). 8. Install the door water deflector. 9. Install the door trim panel. 10. Inspect the door lock system for proper operation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Interior Handle > System Information > Technical Service Bulletins > Customer Interest for Front Door Interior Handle: > 99-08-64-030 > Dec > 99 > Door Handle - Cold Air Entering Vehicle Front Door Interior Handle: Customer Interest Door Handle - Cold Air Entering Vehicle File In Section: 08 - Body and Accessories Bulletin No.: 99-08-64-030 Date: December, 1999 TECHNICAL Subject: Cold Air Enters Vehicle Around Door Handles (Install Seal) Models: 1997-2000 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that cold air enters the vehicle around the door handles. Correction Remove the door handle escutcheon and install an inside handle door seal with the arrow pointing up (the backside shows L for left and R for right). Make sure to tuck the lower end of the seal under the door trim pad Parts Information Part Number Description 22619112 Cold Air Seal, Inside Handle - RH Front & Rear 22619113 Cold Air Seal, Inside Handle - LH Front& Rear Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Labor Operation Description Time 4913 Gold Air Seal - 0.4 hr* All Four Doors *This is a unique labor operation number to be used only with this bulletin. It will not be published in the Labor Time Guide Book. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Interior Handle > System Information > Technical Service Bulletins > All Technical Service Bulletins for Front Door Interior Handle: > 99-08-64-030 > Dec > 99 > Door Handle - Cold Air Entering Vehicle Front Door Interior Handle: All Technical Service Bulletins Door Handle - Cold Air Entering Vehicle File In Section: 08 - Body and Accessories Bulletin No.: 99-08-64-030 Date: December, 1999 TECHNICAL Subject: Cold Air Enters Vehicle Around Door Handles (Install Seal) Models: 1997-2000 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that cold air enters the vehicle around the door handles. Correction Remove the door handle escutcheon and install an inside handle door seal with the arrow pointing up (the backside shows L for left and R for right). Make sure to tuck the lower end of the seal under the door trim pad Parts Information Part Number Description 22619112 Cold Air Seal, Inside Handle - RH Front & Rear 22619113 Cold Air Seal, Inside Handle - LH Front& Rear Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Labor Operation Description Time 4913 Gold Air Seal - 0.4 hr* All Four Doors *This is a unique labor operation number to be used only with this bulletin. It will not be published in the Labor Time Guide Book. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Interior Handle > System Information > Technical Service Bulletins > All Technical Service Bulletins for Front Door Interior Handle: > Page 10595 Front Door Interior Handle: By Symptom Technical Service Bulletin # 99-08-64-030 Date: 991201 Door Handle - Cold Air Entering Vehicle File In Section: 08 - Body and Accessories Bulletin No.: 99-08-64-030 Date: December, 1999 TECHNICAL Subject: Cold Air Enters Vehicle Around Door Handles (Install Seal) Models: 1997-2000 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that cold air enters the vehicle around the door handles. Correction Remove the door handle escutcheon and install an inside handle door seal with the arrow pointing up (the backside shows L for left and R for right). Make sure to tuck the lower end of the seal under the door trim pad Parts Information Part Number Description 22619112 Cold Air Seal, Inside Handle - RH Front & Rear 22619113 Cold Air Seal, Inside Handle - LH Front& Rear Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Labor Operation Description Time 4913 Gold Air Seal - 0.4 hr* All Four Doors *This is a unique labor operation number to be used only with this bulletin. It will not be published in the Labor Time Guide Book. Technical Service Bulletin # 99-08-64-030 Date: 991201 Door Handle - Cold Air Entering Vehicle File In Section: 08 - Body and Accessories Bulletin No.: 99-08-64-030 Date: December, 1999 TECHNICAL Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Interior Handle > System Information > Technical Service Bulletins > All Technical Service Bulletins for Front Door Interior Handle: > Page 10596 Subject: Cold Air Enters Vehicle Around Door Handles (Install Seal) Models: 1997-2000 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that cold air enters the vehicle around the door handles. Correction Remove the door handle escutcheon and install an inside handle door seal with the arrow pointing up (the backside shows L for left and R for right). Make sure to tuck the lower end of the seal under the door trim pad Parts Information Part Number Description 22619112 Cold Air Seal, Inside Handle - RH Front & Rear 22619113 Cold Air Seal, Inside Handle - LH Front& Rear Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Labor Operation Description Time 4913 Gold Air Seal - 0.4 hr* All Four Doors *This is a unique labor operation number to be used only with this bulletin. It will not be published in the Labor Time Guide Book. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Panel > System Information > Service and Repair > Door Handle Bezel Replacement Front Door Panel: Service and Repair Door Handle Bezel Replacement DOOR HANDLE BEZEL REPLACEMENT REMOVAL PROCEDURE 1. Remove the door handle bezel screw (1) from the handle bezel(2). 2. Remove the power door lock switch, if equipped. INSTALLATION PROCEDURE 1. Install the power door lock switch, if equipped. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the door handle bezel screw (1) to the door handle bezel (2). Tighten Tighten the door handle bezel screw to 2 Nm (20 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Panel > System Information > Service and Repair > Door Handle Bezel Replacement > Page 10601 Front Door Panel: Service and Repair Door Trim Panel Replacement DOOR TRIM PANEL REPLACEMENT REMOVAL PROCEDURE 1. Remove the front door trim panel insert, front door only. 2. Remove the door handle bezel. 3. Remove the window regulator handle, if equipped. 4. Remove the power window switch, if equipped. 5. Remove the door handle plug (3), pry off with a flat bladed tool. 6. Remove the door trim handle screws (2). 7. Remove the door trim panel (1) from the retainers (4). Start at the bottom rear corner and gently pry outward. 8. Remove the door trim panel (1) from the vehicle. INSTALLATION PROCEDURE 1. Install the door trim panel (1) to the vehicle. NOTE: Refer to Fastener Notice in Cautions and Notices. 2. Install the door trim handle screws (2). Tighten Tighten the screws to 10 Nm (89 lb in). 3. Install the door handle plug (3). Ensure that the unit is retained. 4. Install the power window regulator handle, it equipped. 5. Install the power window switch, if equipped. 6. Install the door handle bezel. 7. Install the front door trim panel insert. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Panel > System Information > Service and Repair > Door Handle Bezel Replacement > Page 10602 Front Door Panel: Service and Repair Power Accessory Switch Panel Replacement POWER ACCESSORY SWITCH PANEL REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Cautions and Notices. 1. Disconnect the negative battery cable. 2. Remove the power accessory window switch panel (3) from the door (5) by prying the front of the switch with a flat bladed tool. 3. Disconnect the electrical connectors (4) from the switch (3). INSTALLATION PROCEDURE 1. Connect the electrical connector (4) to the switch (3). 2. Install the switch (3) to the door (5). 3. Ensure the unit is retained. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Panel > System Information > Service and Repair > Door Handle Bezel Replacement > Page 10603 Front Door Panel: Service and Repair Trim Panel Insert Replacement - Front Door TRIM PANEL INSERT REPLACEMENT - FRONT DOOR REMOVAL PROCEDURE 1. Push the lower front corner rearward in order to disengage the hidden plastic tab. 2. Push the lower rear corner forward in order to disengage the hidden plastic tab. 3. Pull inward in order to disengage the top clip. 4. Remove the front door upper trim panel (1) insert. INSTALLATION PROCEDURE 1. Install the front door upper trim panel (1) insert. 2. Insert the tabs to the retainers. 3. Apply pressure in order to secure the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Panel > System Information > Service and Repair > Door Handle Bezel Replacement > Page 10604 Front Door Panel: Service and Repair Window Regulator Handle Replacement WINDOW REGULATOR HANDLE REPLACEMENT REMOVAL PROCEDURE TOOLS REQUIRED J9886-01 Door Handle Clip Remover 1. Remove the spring clip by inserting the J9886-01 between the window regulator handle and the door window regulator handle bearing plate. 2. Pull the door window regulator handle (2) outward in order to remove the handle. 3. Remove the door window regulator handle bearing plate (1). INSTALLATION PROCEDURE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Panel > System Information > Service and Repair > Door Handle Bezel Replacement > Page 10605 1. Raise the window to the full up position. 2. Install the clip to the door window regulator handle (2). 3. Install the door window regulator handle bearing plate (1). 4. Position the door window regulator handle. 5. Push the door window regulator handle inward in order to secure the handle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information Front Door Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information > Page 10610 Front Door Window Glass: Technical Service Bulletins Body - Side Window Chipping Information INFORMATION Bulletin No.: 06-08-64-001B Date: October 20, 2009 Subject: Information on Side Door Window Glass Chipping Caused by Hanging Vehicle Key Lock Box Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add vehicles and model years and to include all types of door window glass. Please discard Corporate Bulletin Number 06-08-64-001A (Section 08 - Body & Accessories). - In several warranty parts review cases, side door window glass was observed with a chip or chips on the top side of the window glass. Dealer contacts confirmed that they use a vehicle key lock box on the front side door window glass. - A random selection of side door glass returns will be conducted to confirm adherence. If a side door glass is discovered with a chip or chips in the location previously described, the side door glass will be returned to the dealership for debit. Example of Side Door Glass - DO NOT place a vehicle key lock box on a side door window glass. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information > Page 10611 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Rear Door > Rear Door Handle > Rear Door Exterior Handle > System Information > Technical Service Bulletins > Customer Interest for Rear Door Exterior Handle: > 83-17-04 > Oct > 98 > Door Handles - On White Painted Vehicles Turning Yellow Rear Door Exterior Handle: Customer Interest Door Handles - On White Painted Vehicles Turning Yellow File In Section: 10 - Body Bulletin No.: 83-17-04 Date: October 1998 Subject: Door Handles on White Painted Vehicles Turning Yellow (Replace Lock Cylinder and Door Handle) Models: 1992-98 Buick Skylark 1995-99 Buick Riviera 1997-99 Buick Century, Regal 1992-99 Cadillac Eldorado, Seville 1994-99 Cadillac DeVille 1997-99 Chevrolet Corvette, Malibu 1991-96 Oldsmobile Ninety Eight 1992-98 Oldsmobile Achieva 1992-99 Oldsmobile Eighty Eight, LSS, Regency 1995-99 Oldsmobile Aurora 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1992-99 Pontiac Bonneville, Grand Am 1997-99 Pontiac Grand Prix 1997-99 Chevrolet Venture 1997-99 Oldsmobile Silhouette 1997-99 Pontiac Trans Sport Condition Some customers may comment that the white paint around the door handle is turning yellow. Cause The grease that is used to lubricate the tumblers in the lock cylinder may migrate out of the cylinder and stain the paint. Correction Replace the lock cylinder and door handle. New lock cylinder kits have been released. The new kits have a black tube of grease in them which should be used on white vehicles. The old kits have either a clear tube or white tube of grease that can be used on any vehicle EXCEPT white painted vehicles. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Rear Door > Rear Door Handle > Rear Door Exterior Handle > System Information > Technical Service Bulletins > By Symptom for Rear Door Exterior Handle: > 83-17-04 > Oct > 98 > Door Handles - On White Painted Vehicles Turning Yellow Rear Door Exterior Handle: By Symptom Door Handles - On White Painted Vehicles Turning Yellow File In Section: 10 - Body Bulletin No.: 83-17-04 Date: October 1998 Subject: Door Handles on White Painted Vehicles Turning Yellow (Replace Lock Cylinder and Door Handle) Models: 1992-98 Buick Skylark 1995-99 Buick Riviera 1997-99 Buick Century, Regal 1992-99 Cadillac Eldorado, Seville 1994-99 Cadillac DeVille 1997-99 Chevrolet Corvette, Malibu 1991-96 Oldsmobile Ninety Eight 1992-98 Oldsmobile Achieva 1992-99 Oldsmobile Eighty Eight, LSS, Regency 1995-99 Oldsmobile Aurora 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1992-99 Pontiac Bonneville, Grand Am 1997-99 Pontiac Grand Prix 1997-99 Chevrolet Venture 1997-99 Oldsmobile Silhouette 1997-99 Pontiac Trans Sport Condition Some customers may comment that the white paint around the door handle is turning yellow. Cause The grease that is used to lubricate the tumblers in the lock cylinder may migrate out of the cylinder and stain the paint. Correction Replace the lock cylinder and door handle. New lock cylinder kits have been released. The new kits have a black tube of grease in them which should be used on white vehicles. The old kits have either a clear tube or white tube of grease that can be used on any vehicle EXCEPT white painted vehicles. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Rear Door > Rear Door Handle > Rear Door Exterior Handle > System Information > Technical Service Bulletins > All Technical Service Bulletins for Rear Door Exterior Handle: > 83-17-04 > Oct > 98 > Door Handles - On White Painted Vehicles Turning Yellow Rear Door Exterior Handle: All Technical Service Bulletins Door Handles - On White Painted Vehicles Turning Yellow File In Section: 10 - Body Bulletin No.: 83-17-04 Date: October 1998 Subject: Door Handles on White Painted Vehicles Turning Yellow (Replace Lock Cylinder and Door Handle) Models: 1992-98 Buick Skylark 1995-99 Buick Riviera 1997-99 Buick Century, Regal 1992-99 Cadillac Eldorado, Seville 1994-99 Cadillac DeVille 1997-99 Chevrolet Corvette, Malibu 1991-96 Oldsmobile Ninety Eight 1992-98 Oldsmobile Achieva 1992-99 Oldsmobile Eighty Eight, LSS, Regency 1995-99 Oldsmobile Aurora 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1992-99 Pontiac Bonneville, Grand Am 1997-99 Pontiac Grand Prix 1997-99 Chevrolet Venture 1997-99 Oldsmobile Silhouette 1997-99 Pontiac Trans Sport Condition Some customers may comment that the white paint around the door handle is turning yellow. Cause The grease that is used to lubricate the tumblers in the lock cylinder may migrate out of the cylinder and stain the paint. Correction Replace the lock cylinder and door handle. New lock cylinder kits have been released. The new kits have a black tube of grease in them which should be used on white vehicles. The old kits have either a clear tube or white tube of grease that can be used on any vehicle EXCEPT white painted vehicles. Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Rear Door > Rear Door Handle > Rear Door Interior Handle > System Information > Technical Service Bulletins > Customer Interest for Rear Door Interior Handle: > 99-08-64-030 > Dec > 99 > Door Handle - Cold Air Entering Vehicle Rear Door Interior Handle: Customer Interest Door Handle - Cold Air Entering Vehicle File In Section: 08 - Body and Accessories Bulletin No.: 99-08-64-030 Date: December, 1999 TECHNICAL Subject: Cold Air Enters Vehicle Around Door Handles (Install Seal) Models: 1997-2000 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that cold air enters the vehicle around the door handles. Correction Remove the door handle escutcheon and install an inside handle door seal with the arrow pointing up (the backside shows L for left and R for right). Make sure to tuck the lower end of the seal under the door trim pad Parts Information Part Number Description 22619112 Cold Air Seal, Inside Handle - RH Front & Rear 22619113 Cold Air Seal, Inside Handle - LH Front& Rear Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Labor Operation Description Time 4913 Gold Air Seal - 0.4 hr* All Four Doors *This is a unique labor operation number to be used only with this bulletin. It will not be published in the Labor Time Guide Book. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Rear Door > Rear Door Handle > Rear Door Interior Handle > System Information > Technical Service Bulletins > All Technical Service Bulletins for Rear Door Interior Handle: > 99-08-64-030 > Dec > 99 > Door Handle - Cold Air Entering Vehicle Rear Door Interior Handle: All Technical Service Bulletins Door Handle - Cold Air Entering Vehicle File In Section: 08 - Body and Accessories Bulletin No.: 99-08-64-030 Date: December, 1999 TECHNICAL Subject: Cold Air Enters Vehicle Around Door Handles (Install Seal) Models: 1997-2000 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that cold air enters the vehicle around the door handles. Correction Remove the door handle escutcheon and install an inside handle door seal with the arrow pointing up (the backside shows L for left and R for right). Make sure to tuck the lower end of the seal under the door trim pad Parts Information Part Number Description 22619112 Cold Air Seal, Inside Handle - RH Front & Rear 22619113 Cold Air Seal, Inside Handle - LH Front& Rear Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Labor Operation Description Time 4913 Gold Air Seal - 0.4 hr* All Four Doors *This is a unique labor operation number to be used only with this bulletin. It will not be published in the Labor Time Guide Book. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Rear Door > Rear Door Handle > Rear Door Interior Handle > System Information > Technical Service Bulletins > All Technical Service Bulletins for Rear Door Interior Handle: > Page 10645 Rear Door Interior Handle: By Symptom Technical Service Bulletin # 99-08-64-030 Date: 991201 Door Handle - Cold Air Entering Vehicle File In Section: 08 - Body and Accessories Bulletin No.: 99-08-64-030 Date: December, 1999 TECHNICAL Subject: Cold Air Enters Vehicle Around Door Handles (Install Seal) Models: 1997-2000 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that cold air enters the vehicle around the door handles. Correction Remove the door handle escutcheon and install an inside handle door seal with the arrow pointing up (the backside shows L for left and R for right). Make sure to tuck the lower end of the seal under the door trim pad Parts Information Part Number Description 22619112 Cold Air Seal, Inside Handle - RH Front & Rear 22619113 Cold Air Seal, Inside Handle - LH Front& Rear Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Labor Operation Description Time 4913 Gold Air Seal - 0.4 hr* All Four Doors *This is a unique labor operation number to be used only with this bulletin. It will not be published in the Labor Time Guide Book. Technical Service Bulletin # 99-08-64-030 Date: 991201 Door Handle - Cold Air Entering Vehicle File In Section: 08 - Body and Accessories Bulletin No.: 99-08-64-030 Date: December, 1999 TECHNICAL Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Rear Door > Rear Door Handle > Rear Door Interior Handle > System Information > Technical Service Bulletins > All Technical Service Bulletins for Rear Door Interior Handle: > Page 10646 Subject: Cold Air Enters Vehicle Around Door Handles (Install Seal) Models: 1997-2000 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that cold air enters the vehicle around the door handles. Correction Remove the door handle escutcheon and install an inside handle door seal with the arrow pointing up (the backside shows L for left and R for right). Make sure to tuck the lower end of the seal under the door trim pad Parts Information Part Number Description 22619112 Cold Air Seal, Inside Handle - RH Front & Rear 22619113 Cold Air Seal, Inside Handle - LH Front& Rear Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Labor Operation Description Time 4913 Gold Air Seal - 0.4 hr* All Four Doors *This is a unique labor operation number to be used only with this bulletin. It will not be published in the Labor Time Guide Book. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Rear Door > Rear Door Panel > System Information > Service and Repair Rear Door Panel: Service and Repair DOOR TRIM PANEL REPLACEMENT REMOVAL PROCEDURE 1. Remove the door handle bezel. 2. Remove the window regulator handle, if equipped. 3. Remove the power window switch, if equipped. 4. Remove the door handle plug (3), pry off with a flat bladed tool. 5. Remove the door trim handle screws (2). 6. Remove the door trim panel (1) from the retainers (4). Start at the bottom rear corner and gently pry outward. 7. Remove the door trim panel (1) from the vehicle. INSTALLATION PROCEDURE 1. Install the door trim panel (1) to the vehicle. NOTE: Refer to Fastener Notice in Cautions and Notices. 2. Install the door trim handle screws (2). Tighten Tighten the screws to 10 Nm (89 lb in). 3. Install the door handle plug (3). Ensure that the unit is retained. 4. Install the power window regulator handle, it equipped. 5. Install the power window switch, if equipped. 6. Install the door handle bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch > Component Information > Technical Service Bulletins > Customer Interest for Hood Latch: > 01-08-63-003 > May > 01 > Hood - Will Not latch Hood Latch: Customer Interest Hood - Will Not latch File In Section: 08 - Body and Accessories Bulletin No.: 01-08-63-003 Date: May, 2001 TECHNICAL Subject: Hood Will Not Latch (Reroute Hood Release Cable) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that when they close the hood, the primary latch does not engage. This condition occurs during cold weather. Cause The hood release cable slopes downward from the hood latch assembly which traps water inside. In freezing temperatures, ice forms and prevents the cable from returning to the latch position after it is released. Correction Thaw the hood release cable and reroute using the appropriate service procedure below. Service Procedure (Chevrolet Malibu) 1. Open the hood. 2. Remove the push-in retainers (1) from the upper edge of the grille. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch > Component Information > Technical Service Bulletins > Customer Interest for Hood Latch: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10659 3. Disconnect the grille (3) from the fascia (2) by pulling upward on the grille. 4. Remove the two upper push-in retainers (2) from the left splash deflector. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (2). 7. Reinstall the grille into the fascia and reinstall the push-in retainers on the upper edge of the grille. 8. Close and reopen the hood to insure proper operation. Service Procedure (Oldsmobile Cutlass) 1. Open the hood. 2. Raise the vehicle on the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch > Component Information > Technical Service Bulletins > Customer Interest for Hood Latch: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10660 3. Remove the two upper push-in retainers (2) from the left splash deflector. 4. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (1). 7. Lower the vehicle. 8. Close and reopen the hood to insure proper operation. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hood Latch: > 01-08-63-003 > May > 01 > Hood - Will Not latch Hood Latch: All Technical Service Bulletins Hood - Will Not latch File In Section: 08 - Body and Accessories Bulletin No.: 01-08-63-003 Date: May, 2001 TECHNICAL Subject: Hood Will Not Latch (Reroute Hood Release Cable) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that when they close the hood, the primary latch does not engage. This condition occurs during cold weather. Cause The hood release cable slopes downward from the hood latch assembly which traps water inside. In freezing temperatures, ice forms and prevents the cable from returning to the latch position after it is released. Correction Thaw the hood release cable and reroute using the appropriate service procedure below. Service Procedure (Chevrolet Malibu) 1. Open the hood. 2. Remove the push-in retainers (1) from the upper edge of the grille. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hood Latch: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10666 3. Disconnect the grille (3) from the fascia (2) by pulling upward on the grille. 4. Remove the two upper push-in retainers (2) from the left splash deflector. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (2). 7. Reinstall the grille into the fascia and reinstall the push-in retainers on the upper edge of the grille. 8. Close and reopen the hood to insure proper operation. Service Procedure (Oldsmobile Cutlass) 1. Open the hood. 2. Raise the vehicle on the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hood Latch: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10667 3. Remove the two upper push-in retainers (2) from the left splash deflector. 4. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (1). 7. Lower the vehicle. 8. Close and reopen the hood to insure proper operation. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch Release Cable > Component Information > Technical Service Bulletins > Customer Interest: > 01-08-63-003 > May > 01 > Hood - Will Not latch Hood Latch Release Cable: Customer Interest Hood - Will Not latch File In Section: 08 - Body and Accessories Bulletin No.: 01-08-63-003 Date: May, 2001 TECHNICAL Subject: Hood Will Not Latch (Reroute Hood Release Cable) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that when they close the hood, the primary latch does not engage. This condition occurs during cold weather. Cause The hood release cable slopes downward from the hood latch assembly which traps water inside. In freezing temperatures, ice forms and prevents the cable from returning to the latch position after it is released. Correction Thaw the hood release cable and reroute using the appropriate service procedure below. Service Procedure (Chevrolet Malibu) 1. Open the hood. 2. Remove the push-in retainers (1) from the upper edge of the grille. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch Release Cable > Component Information > Technical Service Bulletins > Customer Interest: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10676 3. Disconnect the grille (3) from the fascia (2) by pulling upward on the grille. 4. Remove the two upper push-in retainers (2) from the left splash deflector. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (2). 7. Reinstall the grille into the fascia and reinstall the push-in retainers on the upper edge of the grille. 8. Close and reopen the hood to insure proper operation. Service Procedure (Oldsmobile Cutlass) 1. Open the hood. 2. Raise the vehicle on the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch Release Cable > Component Information > Technical Service Bulletins > Customer Interest: > 01-08-63-003 > May > 01 > Hood - Will Not latch > Page 10677 3. Remove the two upper push-in retainers (2) from the left splash deflector. 4. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (1). 7. Lower the vehicle. 8. Close and reopen the hood to insure proper operation. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch Release Cable > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-08-63-003 > May > 01 > Hood Will Not latch Hood Latch Release Cable: All Technical Service Bulletins Hood - Will Not latch File In Section: 08 - Body and Accessories Bulletin No.: 01-08-63-003 Date: May, 2001 TECHNICAL Subject: Hood Will Not Latch (Reroute Hood Release Cable) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some customers may comment that when they close the hood, the primary latch does not engage. This condition occurs during cold weather. Cause The hood release cable slopes downward from the hood latch assembly which traps water inside. In freezing temperatures, ice forms and prevents the cable from returning to the latch position after it is released. Correction Thaw the hood release cable and reroute using the appropriate service procedure below. Service Procedure (Chevrolet Malibu) 1. Open the hood. 2. Remove the push-in retainers (1) from the upper edge of the grille. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch Release Cable > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-08-63-003 > May > 01 > Hood Will Not latch > Page 10683 3. Disconnect the grille (3) from the fascia (2) by pulling upward on the grille. 4. Remove the two upper push-in retainers (2) from the left splash deflector. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (2). 7. Reinstall the grille into the fascia and reinstall the push-in retainers on the upper edge of the grille. 8. Close and reopen the hood to insure proper operation. Service Procedure (Oldsmobile Cutlass) 1. Open the hood. 2. Raise the vehicle on the hoist. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch Release Cable > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-08-63-003 > May > 01 > Hood Will Not latch > Page 10684 3. Remove the two upper push-in retainers (2) from the left splash deflector. 4. Position the deflector out of the way by pulling the top downward. 5. Reposition the hood release cable (1) from below the splash deflector to above the splash deflector. 6. Reinstall the two splash deflector push-in retainers (1). 7. Lower the vehicle. 8. Close and reopen the hood to insure proper operation. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Hood Latch Release Cable > Component Information > Technical Service Bulletins > All Other Service Bulletins for Hood Latch Release Cable: > 01-08-50-009 > Aug > 01 > Passenger Front Seat - Rattles When Unoccupied Seat Track: All Technical Service Bulletins Passenger Front Seat - Rattles When Unoccupied File In Section: 08 Body and Accessories Bulletin No.: 01-08-50-009 Date: August, 2001 TECHNICAL Subject: Passenger Front-Seat Rattles When Unoccupied (Reposition Rear of Seat Track Adjuster on Floor) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some owners may comment that the passenger right front seat rattles when unoccupied. This condition may be most noticeable when the seat track is positioned in the middle of its forward/rearward travel. Correction Loosen the bolts that attach the rear of the seat track to the floor and spread the rear of the inboard and outboard tracks as far apart as possible. While in this spread apart position, tighten the attaching bolts to 40 N.m (30 lb ft). Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Latch > Component Information > Technical Service Bulletins > Trap Resistant Trunk Kit - Function/Installation Trunk / Liftgate Latch: Technical Service Bulletins Trap Resistant Trunk Kit - Function/Installation File In Section: 08 - Body and Accessories Bulletin No.: 99-08-66-002A Date: January, 2000 Subject: Trap Resistant Rear Compartment (Trunk) Kit Models: 1990-2000 Passenger Cars with Rear Compartments Except: 1990-1991 Buick Reatta 2000 Buick LeSabre 1990-1993 Cadillac Allante, Fleetwood Brougham 1997-2000 Cadillac Seville 2000 Cadillac Deville 1990 Chevrolet Caprice 1990-1991 Chevrolet Cavalier 1990-1996 Chevrolet Beretta 1990-2000 Chevrolet Metro, Prizm 1998-2000 Chevrolet Corvette 2000 Chevrolet Impala 1990-1992 Oldsmobile Toronado/Trofeo 1990-1991 Pontiac Sunbird 1990-1993 Pontiac LeMans 2000 Pontiac Bonneville This bulletin is being revised to add additional models and new part numbers. Please discard Corporate Bulletin Number 99-O8-66-002 (Section 08 - Body and Accessories). The purpose of this bulletin is to inform dealership personnel about the Trap Resistant Rear Compartment (Trunk) Kit, including the system function, necessary vehicle modifications and part numbers required to install the kit. The Trap Resistant Rear Compartment kit is composed of three main system components; one of which (the Rear Seat Tether), may or may not be needed, depending on the vehicle being retrofit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Latch > Component Information > Technical Service Bulletins > Trap Resistant Trunk Kit - Function/Installation > Page 10700 The first component of the kit is the illuminated Interior Release Handle (1). The Release Handle is mounted inside the rear compartment to the deck lid. This handle was designed so that a small child trapped in the rear compartment could use it to open the deck lid. The handle operates the deck lid latch mechanically, but is illuminated with two LED's when the deck lid is closed. The handle remains illuminated for a period of about one hour after the deck lid is closed. The LED's create a small parasitic load that will not drain the vehicle battery with normal usage. The second component of the kit is the Trap Resistant Latch (2). the Trap Resistant Latch is a modified deck lid latch designed to help prevent a child from unintentionally closing and latching the deck lid. The Trap Resistant Latch opens the rear compartment normally through all current means (key, RKE or passenger compartment release) but cannot be re-latched without the user performing a reset function. This reset function consists of pushing up on a small knob (3), while simultaneously pushing a slide mechanism to the right (4). Once the slide mechanism is fully pushed over, the small knob can be released. This function is a simple on-hand operation for an adult, but is difficult for a young child to perform. If the latch is not enabled, the deck lid will not latch and the rear compartment will not close. The third component is the Rear Seat Tether Kit. If the vehicle is equipped with a pass-through to the rear compartment and the folding rear seat can be unlatched from within the passenger compartment without the use of a key or other unlocking feature, then a Rear Seat Tether must be installed. This tether helps prevent a child from gaining access to the rear compartment of a vehicle from the passenger compartment by allowing a secondary lock of the seatback. The Rear Seat Tether employs one or two tethers (one per folding seatback), each permanently connected to a T-handle anchor mounted in the rear compartment. To lock the folding seatback, the user can partially fold the seatback and attach the tether to another T-handle anchor mounted to the seatback. When the tether is affixed to both T-handle anchors, the seat cannot be folded down. To fold down the seatback, the tether must be removed from the anchor attached to the seatback. Important: Installation of the Trap Resistant Latch on some vehicles may require sheet metal and/or trim modifications to the rear compartment striker area. These modifications should be communicated with the customer prior to installations. Also, installation of the Trap Resistant Latch requires a rear compartment lid "ajar" switch. Prior to ordering the Trap Resistant Rear Compartment Kit, inspect the old deck lid latch to see if it is equipped with an "ajar" switch. If the vehicle is not equipped with this switch, P/N 12506174 must be ordered. After completing the Trap Resistant Rear Compartment Kit installation, provide the customer with the supplemental Owner's Manual insert included in the kit and demonstrate the system function. This program is specially structured for a single purchase price to the owner. The owner is responsible to pay a maximum of $50.00 U.S.; $80.00 Canadian for parts and labor to install the complete Trap Resistant Rear Compartment Kit and Rear Seat Tether(s), if required. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Latch > Component Information > Technical Service Bulletins > Trap Resistant Trunk Kit - Function/Installation > Page 10701 Parts are currently available from GMSPO. Labor Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Motor > Component Information > Locations Rear Compartment Lid Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Motor > Component Information > Locations > Page 10705 Rear Compartment Lid Release Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Relay > Component Information > Locations Trunk / Liftgate Relay: Locations LH I/P Bussed Electrical Center Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Switch > Component Information > Locations Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Switch > Component Information > Locations > Page 10712 Rear Compartment Lid Release Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Switch > Component Information > Locations > Page 10713 Trunk / Liftgate Switch: Service and Repair Description Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. 3. Snap deck lid switch from instrument panel with a blunt tool. 4. Electrical connector. Install or Connect 1. Electrical connectors 2. Switch into instrument panel. 3. Enable SIR system. 4. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Exterior Moulding / Trim > Body Emblem > Component Information > Technical Service Bulletins > 06-08-111-004B - BULLETIN CANCELLATION NOTIFICATION Body Emblem: Technical Service Bulletins 06-08-111-004B - BULLETIN CANCELLATION NOTIFICATION TECHNICAL Bulletin No.: 06-08-111-004B Date: September 25, 2009 Subject: Information on Discoloration, Blistering, Peeling or Erosion of Various Exterior Emblems Including Chevy Bowtie (Bulletin Cancelled) Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being cancelled. Please discard Corporate Bulletin Number 06-08-111-004A (Section 08 - Body & Accessories). This bulletin is being cancelled. The information is no longer applicable. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Frame > Cross-Member > Component Information > Service and Repair Cross-Member: Service and Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Frame > Cross-Member > Component Information > Service and Repair > Page 10723 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Frame > Cross-Member > Component Information > Service and Repair > Page 10724 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Frame > Cross-Member > Component Information > Service and Repair > Page 10725 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Frame > Cross-Member > Component Information > Service and Repair > Page 10726 ^ Tool Required: J 38892 Ball Joint Separator - Or Equivalent Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Frame > Cross-Member > Component Information > Service and Repair > Page 10727 REMOVE OR DISCONNECT 1. Raise vehicle. 2. If suspension contact hoist is used: ^ Place jack stands under uni-body frame near crossmember. ^ Lower vehicle slightly so weight of vehicle rests on the under uni-body frame and not on the control arms or crossmember. 3. Tire and wheel assembly. 4. Right and Left wiring harnesses from crossmember. 5. Ball joint from knuckle using J 38892. NOTICE: Use only the recommended tool for separating the ball joint from knuckle. Failure to use the recommended tool may cause damage to the ball joint and seal. 6. Engine strut to crossmember. 7. Crossmember support braces. 8. Front exhaust pipe, (support catalytic converter) Refer to Exhaust System. 9. Power steering gear bolts, (support power steering gear). 10. Brake lines from retainers on crossmember. 11. Splash shield from crossmember. 12. Stabilizer bar from crossmember. 13. Crossmember. 14. Control arms from crossmember. INSTALL OR CONNECT 1. Control arms to crossmember and snug bolts only. 2. Crossmember and snug all bolts lightly. 3. Tighten bolts in sequence shown below. ^ Tighten: Crossmember Support Left Rear Outboard Bolt 110 Nm (71 ft lb) plus 90° rotation. - Crossmember Support Right Rear Outboard Bolt 110 Nm (71 ft lb) plus 90° rotation. - Crossmember Support Upper Front Bolts 110 Nm (71 ft lb) plus 90 ° rotation. - Crossmember Support Rear Inboard Bolts 110 Nm (71 ft lb) plus 90° rotation. 4. Nut attaching ball joint to steering knuckle. Tighten to specifications. ^ Tighten ball joint to steering knuckle nut to 55 Nm (41 ft lb) minimum, 65 Nm (50 ft lb) maximum. Important: Do not loosen nut any time during installation. 5. Power steering gear bolts, hand start bolts and nuts. Tighten left side bolt and nuts to specification first, then tighten right side bolt and nut to specification. ^ Refer to "STEERING GEAR" in POWER STEERING GEAR AND PUMP for tightening specifications. 6. Front exhaust pipe. Refer to Exhaust System. ^ Refer to Exhaust System for tightening specifications. 7. Crossmember support braces. ^ Tighten crossmember braces to core support bolts 72 Nm (53 ft lb). 8. Engine strut to crossmember. ^ Refer to Engine for tightening specifications. 9. Stabilizer bar to crossmember. ^ Tighten stabilizer shaft to support assembly bolts to 66 Nm (49 ft lb). 10. Splash shield to crossmember. 11. Brake lines to retainers to crossmember 12. Right and Left wiring harnesses to crossmember. 13. Slightly raise vehicle. 14. Remove jack stands from under crossmember. 15. Tire and wheel assembly. 16. With vehicle at curb height, tighten control arm attaching bolts to specifications. ^ Tighten: Control Arm to Crossmember Bolts (Front Bushing) 120 Nm (89 ft lb) plus 180° rotation - Control Arm to Crossmember Bolts (Rear Vertical Bushing) 170 Nm (125 ft lb) 17. Check front wheel alignment. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > Customer Interest: > 83-11-15 > Oct > 98 > Carpet - Wet or Waterleaking from Bottom of I/P Carpet: Customer Interest Carpet - Wet or Waterleaking from Bottom of I/P File In Section: 1 - HVAC Bulletin No.: 83-11-15 Date: October, 1998 Subject: Waterleak - Front Passenger Floor (Reseal Plenum/Cowl Water Deflector) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass 1999 Pontiac Grand Am Built Prior to the VIN Breakpoints: Condition Some customers may comment on the passenger front floor carpet being wet or water leaking from the bottom of the instrument panel and/or HVAC module. Cause Condition may be due to water leaking into the HVAC module through the sealer between the water deflector and the bottom of the plenum/cowl. Correction Reseal the water deflector to the plenum. The products listed in this bulletin are taken from the technicians handout of "Adhesives, Sealers and Related Items", July 1995 revision (Item # 22009.01-3). Follow the manufacturers directions of each product for application and drying times. Procedure 1. Remove air inlet grille, following the procedure in the Service Manual. 2. Remove any excess foam sealer that may have oozed out from the perimeter of the water deflector and clean area. 3. Apply one of the pumpable sealers, listed later in this bulletin, to the perimeter of the deflector. A flat bladed tool or brush will have to be used to apply sealer to the area under the windshield. 4. Reinstall air inlet grille, following the procedure in the Service Manual. 5. Check carpet for wetness or wicking of water to other components and repair/dry as required. Pumpable Seam Sealers or Equivalent ^ 3M(R) # 08360 or 61 Ultra Pro Seam Sealer ^ Dominion Sure Seal(R) # 9005 High Tech Seam Sealer ^ Kent(R) # 10095, 10130, 10567 High Tech Seam Sealer Warranty Information For vehicles repaired under warranty, use: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > Customer Interest: > 83-11-15 > Oct > 98 > Carpet - Wet or Waterleaking from Bottom of I/P > Page 10737 Labor Operation Description Labor Time C0010 Cowl Area - Reseal 0.5 hr Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Carpet: > 10-08-110-001 > Mar > 10 > Interior - Proper Use of Floor Mats Carpet: All Technical Service Bulletins Interior - Proper Use of Floor Mats INFORMATION Bulletin No.: 10-08-110-001 Date: March 30, 2010 Subject: Information on Proper Use of Floor Mats Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3, H3T 2005-2009 Saab 9-7X GM's carpeted and all-weather (rubber) floor mats are especially designed for use in specific GM vehicles. Using floor mats that were not designed for the specific vehicle or using them incorrectly may cause interference with the accelerator or brake pedal. Please review the following safety guidelines regarding proper driver's side floor mat usage with the customer. Warning If a floor mat is the wrong size or is not properly installed, it can interfere with the accelerator pedal and/or brake pedal. Interference with the pedals can cause unintended acceleration and/or increased stopping distance which can cause a crash and injury. Make sure the floor mat does not interfere with the accelerator or brake pedal. - Do not flip the driver's floor mat over (in an effort to keep the floor mat clean) - Do not place anything on top of the driver's floor mat (e.g. carpet remnant, towel) - Do not place another mat on top of the driver's floor mat (e.g. do not place all-weather rubber mats over carpeted floor mats) - Only use floor mats that are designed specifically for your vehicle - When using replacement mats, make certain the mats do not interfere with the accelerator or brake pedal before driving the vehicle If your vehicle is equipped with a floor mat retaining pin(s) or clip(s), make certain the mat is installed correctly and according to the instructions. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Carpet: > 10-08-110-001 > Mar > 10 > Interior - Proper Use of Floor Mats > Page 10743 After installing floor mats, make certain they cannot move and do not interfere with the accelerator or brake pedals. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Carpet: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors Carpet: All Technical Service Bulletins Interior - Elimination Of Unwanted Odors INFORMATION Bulletin No.: 00-00-89-027E Date: September 29, 2008 Subject: Eliminating Unwanted Odors in Vehicles Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and refine the instructions. Please discard Corporate Bulletin Number 00-00-89-027D (Section 00 - General Information). Vehicle Odor Elimination General Motors offers a product that may control or eliminate odors in the interior and luggage compartment areas of GM vehicles. GM Vehicle Care Odor Eliminator is a non-toxic, biodegradable odor remover. This odorless product has been shown to greatly reduce or remove objectionable smells of mold and mildew resulting from vehicle water leaks (as well as customer created odors, i.e. smoke). You may use GM Vehicle Care Odor Eliminator on fabrics, vinyl, leather, carpet and sound deadening materials. It may also be induced into HVAC modules and instrument panel ducts (for the control of non-bacterial related odors). Important: This product leaves no residual scent and should not be sold as or considered an air freshener. Product action may result in the permanent elimination of an odor and may be preferable to customers with allergies who are sensitive to perfumes. How to Use This Product GM Vehicle Care Odor Eliminator may be sprayed on in a ready-to-use formula or used in steam cleaners as an additive with carpet shampoo. This water-based, odorless product is safe for all vehicle interiors. Do not wet or soak any interior surface that plain water would cause to deteriorate, as this product will have the same effect. Also avoid letting this product come into contact with vinegar or any acidic substance. Acid-based products will hamper the effectiveness of, or render GM Vehicle Care Odor Eliminator inert. Note: Complete eight page treatment sheets are enclosed within each case of GM Vehicle Care Odor Eliminator. These treatment instructions range from simple vehicle odor elimination to full step by step procedures for odor removal from water leaks. If lost, contact 800-977-4145 to get a replacement set faxed or e-mailed to your dealership. Instructions and cautions are printed on the bottle, but additional help is available. If you encounter a difficult to eliminate or reoccurring odor, you may call 1-800-955-8591 (in Canada, 1-800-977-4145) to obtain additional information and usage suggestions. Important: This product may effectively remove odors when directly contacting the odor source. It should be used in conjunction with diagnostic procedures (in cases such as a water leak) to first eliminate the root cause of the odor, and then the residual odor to permanently correct the vehicle condition. Vehicle Waterleak Odor Elimination STEP ONE: Confirm that all water leaks have been repaired. Determine what areas of the vehicle were water soaked or wet. Components with visible mold/mildew staining should be replaced. Isolate the odor source inside the vehicle. Often an odor can be isolated to an area or component of the vehicle interior by careful evaluation. Odor evaluation may need to be performed by multiple persons. Another method of isolating an odor source is to remove and segregate interior trim and components. Plastic sheeting or drop cloths can be used to confine seats, headliners, etc. to assist in evaluation and diagnoses. If appropriate the vehicle and interior trim should be evaluated separately to determine if the odor stays with the vehicle or the interior components. Odors that stay with the vehicle may be isolated to insulating and sound deadening materials (i.e. water leak at the windshield or standing water in the front foot well area caused mold/mildew to form on the bulkhead or kick panel sound deadening pads. If the interior is removed the floor pan and primed/painted surfaces should be treated with bleach/soap solution, rinsed with clean water and dried. Interior surfaces should then be treated with GM Vehicle Care Odor Eliminator product before reinstalling carpet or reassembling. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Carpet: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors > Page 10748 The GM Vehicle Care Odor Eliminator product is an effective odor elimination product when used properly. It must come into direct contact with the odor source. It should be used in conjunction with diagnostic procedures to first eliminate the root cause of the odor. Some procedures for use after odor root cause correction are: STEP TWO: ^ Use the trigger spray head. ^ Put a drop of dish soap the size of a quarter in the bottom of a bottle. ^ Add 8 oz. of GM Vehicle Care Odor Eliminator (1 cup) to the dish soap and top off the bottle with tap water. ^ This formula should be used on hard surfaces (dash, interior plastic molding, and floor pan) STEP THREE: The third step to neutralizing the vehicle is a light to medium treatment of all carpeting and upholstered seats with the GM Vehicle Care Odor Eliminator formula and a wide fan spray setting (at full strength) (i.e.: carpeting on the driver's side requires 4-5 triggers pulls for coverage). The headliner and trunk should be sprayed next. Lightly brushing the formula into the carpeting and upholstery is a recommended step for deep odor problems. The dash and all hard surfaces should be sprayed with dish soap/water mixture. Let stand for 1-2 minutes then wipe off the surface. STEP FOUR: (vehicle ventilation system treatment) The ventilation system is generally the last step in the treatment of the vehicle. a. Spray the GM Vehicle Care Odor Eliminator formula into all dash vents. (1-2 trigger pulls per vent). b. Start the vehicle and turn the vehicle fan on high cool (not A/C setting). c. Spray the formula (10 trigger pulls) into the outside fresh air intake vent (cowl at base of windshield) d. Enter the vehicle after 1 minute and wipe off the excess formula spurting out of the dash vents. e. Smell the air coming from the dash vents. If odors are still present, spray another 5 triggers into the cowl, wait another minute and smell the results. Once you have obtained a fresh, clean smell coming from the vents, turn the system to the A/C re-circulation setting. Roll up the windows, spray 3-5 pumps into the right lower IP area and let the vehicle run with the fan set on high for 5-7 minutes. Please follow this diagnosis process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. If these steps do not resolve the condition, please contact GM TAC for further diagnostic assistance. Additional Suggestions to Increase Customer Satisfaction Here are some additional ideas to benefit your dealership and to generate greater customer enthusiasm for this product. ^ Keep this product on-hand for both the Service Department and the Used Car lot. Add value to your used car trades; treat loaner and demo cars during service and at final sale to eliminate smoke, pet, and other common odors offensive to customers. Make deodorizing a vehicle part of your normal vehicle detailing service. ^ Consider including GM Vehicle Care Odor Eliminator as a give-away item with new vehicle purchases. Many dealers give away as "gifts" various cleaning supplies at time of delivery. GM Odor Eliminator is one of a few products GM offers that has as many uses in the home as in the vehicle. Customers may find this product can be used for a host of recreational activities associated with their new vehicle, such as deodorizing a boat they tow, or a camper. ^ GM Odor Eliminator and many of the GM Vehicle Care products offer you the chance to increase dealership traffic as these superior quality products cannot be purchased in stores. Many Dealerships have product displays at the parts counter. Consider additional displays in the Customer Service Lounge, the Showroom and at the Service Desk or Cashier Window. Many customers who purchase vehicles and receive regular maintenance at your dealership may never visit the parts counter, and subsequently are not exposed to the variety and value that these products offer. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Carpet: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors > Page 10749 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Carpet: > 83-11-15 > Oct > 98 > Carpet - Wet or Waterleaking from Bottom of I/P Carpet: All Technical Service Bulletins Carpet - Wet or Waterleaking from Bottom of I/P File In Section: 1 - HVAC Bulletin No.: 83-11-15 Date: October, 1998 Subject: Waterleak - Front Passenger Floor (Reseal Plenum/Cowl Water Deflector) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass 1999 Pontiac Grand Am Built Prior to the VIN Breakpoints: Condition Some customers may comment on the passenger front floor carpet being wet or water leaking from the bottom of the instrument panel and/or HVAC module. Cause Condition may be due to water leaking into the HVAC module through the sealer between the water deflector and the bottom of the plenum/cowl. Correction Reseal the water deflector to the plenum. The products listed in this bulletin are taken from the technicians handout of "Adhesives, Sealers and Related Items", July 1995 revision (Item # 22009.01-3). Follow the manufacturers directions of each product for application and drying times. Procedure 1. Remove air inlet grille, following the procedure in the Service Manual. 2. Remove any excess foam sealer that may have oozed out from the perimeter of the water deflector and clean area. 3. Apply one of the pumpable sealers, listed later in this bulletin, to the perimeter of the deflector. A flat bladed tool or brush will have to be used to apply sealer to the area under the windshield. 4. Reinstall air inlet grille, following the procedure in the Service Manual. 5. Check carpet for wetness or wicking of water to other components and repair/dry as required. Pumpable Seam Sealers or Equivalent ^ 3M(R) # 08360 or 61 Ultra Pro Seam Sealer ^ Dominion Sure Seal(R) # 9005 High Tech Seam Sealer ^ Kent(R) # 10095, 10130, 10567 High Tech Seam Sealer Warranty Information For vehicles repaired under warranty, use: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Carpet: > 83-11-15 > Oct > 98 > Carpet - Wet or Waterleaking from Bottom of I/P > Page 10754 Labor Operation Description Labor Time C0010 Cowl Area - Reseal 0.5 hr Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Other Service Bulletins for Carpet: > 10-08-110-001 > Mar > 10 > Interior - Proper Use of Floor Mats Carpet: All Technical Service Bulletins Interior - Proper Use of Floor Mats INFORMATION Bulletin No.: 10-08-110-001 Date: March 30, 2010 Subject: Information on Proper Use of Floor Mats Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3, H3T 2005-2009 Saab 9-7X GM's carpeted and all-weather (rubber) floor mats are especially designed for use in specific GM vehicles. Using floor mats that were not designed for the specific vehicle or using them incorrectly may cause interference with the accelerator or brake pedal. Please review the following safety guidelines regarding proper driver's side floor mat usage with the customer. Warning If a floor mat is the wrong size or is not properly installed, it can interfere with the accelerator pedal and/or brake pedal. Interference with the pedals can cause unintended acceleration and/or increased stopping distance which can cause a crash and injury. Make sure the floor mat does not interfere with the accelerator or brake pedal. - Do not flip the driver's floor mat over (in an effort to keep the floor mat clean) - Do not place anything on top of the driver's floor mat (e.g. carpet remnant, towel) - Do not place another mat on top of the driver's floor mat (e.g. do not place all-weather rubber mats over carpeted floor mats) - Only use floor mats that are designed specifically for your vehicle - When using replacement mats, make certain the mats do not interfere with the accelerator or brake pedal before driving the vehicle If your vehicle is equipped with a floor mat retaining pin(s) or clip(s), make certain the mat is installed correctly and according to the instructions. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Other Service Bulletins for Carpet: > 10-08-110-001 > Mar > 10 > Interior - Proper Use of Floor Mats > Page 10760 After installing floor mats, make certain they cannot move and do not interfere with the accelerator or brake pedals. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Other Service Bulletins for Carpet: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors Carpet: All Technical Service Bulletins Interior - Elimination Of Unwanted Odors INFORMATION Bulletin No.: 00-00-89-027E Date: September 29, 2008 Subject: Eliminating Unwanted Odors in Vehicles Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and refine the instructions. Please discard Corporate Bulletin Number 00-00-89-027D (Section 00 - General Information). Vehicle Odor Elimination General Motors offers a product that may control or eliminate odors in the interior and luggage compartment areas of GM vehicles. GM Vehicle Care Odor Eliminator is a non-toxic, biodegradable odor remover. This odorless product has been shown to greatly reduce or remove objectionable smells of mold and mildew resulting from vehicle water leaks (as well as customer created odors, i.e. smoke). You may use GM Vehicle Care Odor Eliminator on fabrics, vinyl, leather, carpet and sound deadening materials. It may also be induced into HVAC modules and instrument panel ducts (for the control of non-bacterial related odors). Important: This product leaves no residual scent and should not be sold as or considered an air freshener. Product action may result in the permanent elimination of an odor and may be preferable to customers with allergies who are sensitive to perfumes. How to Use This Product GM Vehicle Care Odor Eliminator may be sprayed on in a ready-to-use formula or used in steam cleaners as an additive with carpet shampoo. This water-based, odorless product is safe for all vehicle interiors. Do not wet or soak any interior surface that plain water would cause to deteriorate, as this product will have the same effect. Also avoid letting this product come into contact with vinegar or any acidic substance. Acid-based products will hamper the effectiveness of, or render GM Vehicle Care Odor Eliminator inert. Note: Complete eight page treatment sheets are enclosed within each case of GM Vehicle Care Odor Eliminator. These treatment instructions range from simple vehicle odor elimination to full step by step procedures for odor removal from water leaks. If lost, contact 800-977-4145 to get a replacement set faxed or e-mailed to your dealership. Instructions and cautions are printed on the bottle, but additional help is available. If you encounter a difficult to eliminate or reoccurring odor, you may call 1-800-955-8591 (in Canada, 1-800-977-4145) to obtain additional information and usage suggestions. Important: This product may effectively remove odors when directly contacting the odor source. It should be used in conjunction with diagnostic procedures (in cases such as a water leak) to first eliminate the root cause of the odor, and then the residual odor to permanently correct the vehicle condition. Vehicle Waterleak Odor Elimination STEP ONE: Confirm that all water leaks have been repaired. Determine what areas of the vehicle were water soaked or wet. Components with visible mold/mildew staining should be replaced. Isolate the odor source inside the vehicle. Often an odor can be isolated to an area or component of the vehicle interior by careful evaluation. Odor evaluation may need to be performed by multiple persons. Another method of isolating an odor source is to remove and segregate interior trim and components. Plastic sheeting or drop cloths can be used to confine seats, headliners, etc. to assist in evaluation and diagnoses. If appropriate the vehicle and interior trim should be evaluated separately to determine if the odor stays with the vehicle or the interior components. Odors that stay with the vehicle may be isolated to insulating and sound deadening materials (i.e. water leak at the windshield or standing water in the front foot well area caused mold/mildew to form on the bulkhead or kick panel sound deadening pads. If the interior is removed the floor pan and primed/painted surfaces should be treated with bleach/soap solution, rinsed with clean water and dried. Interior surfaces should then be treated with GM Vehicle Care Odor Eliminator product before reinstalling carpet or reassembling. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Other Service Bulletins for Carpet: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors > Page 10765 The GM Vehicle Care Odor Eliminator product is an effective odor elimination product when used properly. It must come into direct contact with the odor source. It should be used in conjunction with diagnostic procedures to first eliminate the root cause of the odor. Some procedures for use after odor root cause correction are: STEP TWO: ^ Use the trigger spray head. ^ Put a drop of dish soap the size of a quarter in the bottom of a bottle. ^ Add 8 oz. of GM Vehicle Care Odor Eliminator (1 cup) to the dish soap and top off the bottle with tap water. ^ This formula should be used on hard surfaces (dash, interior plastic molding, and floor pan) STEP THREE: The third step to neutralizing the vehicle is a light to medium treatment of all carpeting and upholstered seats with the GM Vehicle Care Odor Eliminator formula and a wide fan spray setting (at full strength) (i.e.: carpeting on the driver's side requires 4-5 triggers pulls for coverage). The headliner and trunk should be sprayed next. Lightly brushing the formula into the carpeting and upholstery is a recommended step for deep odor problems. The dash and all hard surfaces should be sprayed with dish soap/water mixture. Let stand for 1-2 minutes then wipe off the surface. STEP FOUR: (vehicle ventilation system treatment) The ventilation system is generally the last step in the treatment of the vehicle. a. Spray the GM Vehicle Care Odor Eliminator formula into all dash vents. (1-2 trigger pulls per vent). b. Start the vehicle and turn the vehicle fan on high cool (not A/C setting). c. Spray the formula (10 trigger pulls) into the outside fresh air intake vent (cowl at base of windshield) d. Enter the vehicle after 1 minute and wipe off the excess formula spurting out of the dash vents. e. Smell the air coming from the dash vents. If odors are still present, spray another 5 triggers into the cowl, wait another minute and smell the results. Once you have obtained a fresh, clean smell coming from the vents, turn the system to the A/C re-circulation setting. Roll up the windows, spray 3-5 pumps into the right lower IP area and let the vehicle run with the fan set on high for 5-7 minutes. Please follow this diagnosis process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. If these steps do not resolve the condition, please contact GM TAC for further diagnostic assistance. Additional Suggestions to Increase Customer Satisfaction Here are some additional ideas to benefit your dealership and to generate greater customer enthusiasm for this product. ^ Keep this product on-hand for both the Service Department and the Used Car lot. Add value to your used car trades; treat loaner and demo cars during service and at final sale to eliminate smoke, pet, and other common odors offensive to customers. Make deodorizing a vehicle part of your normal vehicle detailing service. ^ Consider including GM Vehicle Care Odor Eliminator as a give-away item with new vehicle purchases. Many dealers give away as "gifts" various cleaning supplies at time of delivery. GM Odor Eliminator is one of a few products GM offers that has as many uses in the home as in the vehicle. Customers may find this product can be used for a host of recreational activities associated with their new vehicle, such as deodorizing a boat they tow, or a camper. ^ GM Odor Eliminator and many of the GM Vehicle Care products offer you the chance to increase dealership traffic as these superior quality products cannot be purchased in stores. Many Dealerships have product displays at the parts counter. Consider additional displays in the Customer Service Lounge, the Showroom and at the Service Desk or Cashier Window. Many customers who purchase vehicles and receive regular maintenance at your dealership may never visit the parts counter, and subsequently are not exposed to the variety and value that these products offer. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > All Other Service Bulletins for Carpet: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors > Page 10766 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Console > Component Information > Service and Repair > Console Replacement Console: Service and Repair Console Replacement Description Remove or Disconnect 1. Front seats. 2. Fold console compartment up. 3. Console trim plate. 4. Screws. 5. Console Install or Connect 1. Console 2. Screws. 3. Console trim plate. 4. Console compartment. 5. Front seats Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Console > Component Information > Service and Repair > Console Replacement > Page 10771 Console: Service and Repair Console Trim Plate Description Remove or Disconnect 1. Remove gear shift lever handle. 2. Gently pry upward to disengage retainers. Install or Connect 1. Align retainers and press in place. 2. Gear shift lever handle Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Console > Component Information > Service and Repair > Console Replacement > Page 10772 Console: Service and Repair Shifter Handle Description Remove or Disconnect 1. Retainer clip from shift handle. 2. Handle from shift lever/rod. Install or Connect 1. Slide handle on shift lever/rod. 2. Retainer clip into shift handle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Console > Component Information > Service and Repair > Console Replacement > Page 10773 Console: Service and Repair Sound Insulators Description Description Remove or Disconnect 1. Screws to instrument panel. 2. Sound insulator. Install or Connect 1. Sound insulator to instrument panel. 2. Screws to instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Console > Component Information > Service and Repair > Console Replacement > Page 10774 Console: Service and Repair Trim Plate Description Remove or Disconnect 1. Ignition key trim cover. 2. Gently pull rearward to disengage retainers. Install or Connect 1. Align tabs to trim plate. 2. Snap into place. 3. Ignition key trim cover. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming Air Bag(s) Arming and Disarming: Service and Repair Air Bag Disarming and Arming Disabling the SIR System Description Description REMOVE OR DISCONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 10780 ^ Turn the steering wheel to the straight ahead position. ^ Remove the key from the ignition switch. 1. The AIR BAG fuse from the I/P fuse block. 2. The I/P insulator left side. 3. The Connector Position Assurance (CPA) and the driver yellow 2-way connector located at the base of the steering column. 4. The I/P compartment door. 5. The Connector Position Assurance (CPA) and the passenger yellow 2-way connector located behind the I/P compartment door. IMPORTANT With the AIR BAG fuse removed and the ignition switch in the RUN position, the AIR BAG warning lamp Illuminates. This is normal operation and does not indicate a SIR system malfunction. Enabling the SIR System Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 10781 Description INSTALL OR CONNECT ^ Remove the key from the ignition switch. 1. Passenger yellow 2-way connector and the CPA located behind the Instrument panel compartment. 2. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Console. 3. Driver yellow 2-way connector and the CPA located at the base of the steering column. 4. Instrument Cluster insulator (left side). Refer to instrument panel in Instrument Panel, Gauges and Console. 5. The AIR BAG Fuse to the LH I/P Bussed Electrical Center (LH I/P BEC). Refer to Power Distribution in Diagrams. ^ Staying well away from both air bags, turn the ignition switch to the RUN position. Verify that the AIR BAG warning lamp flashes seven times and then stays off. If the AIR BAG warning lamp does not operate as described, perform the SIR DIAGNOSTIC SYSTEM CHECK. See: Restraint Systems/Air Bag Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 10782 Air Bag(s) Arming and Disarming: Service and Repair General Service Precautions CAUTION: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Use the following procedure to temporarily disable the I/P system. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. The inflatable restraint sensing and diagnostic module maintains a reserve energy supply. When the vehicle power is insufficient to cause deployment of the air bags, the reserve energy supply provides the deployment power. Deployment power is available for as much as 10 minutes after disconnecting the vehicle power by any of the following methods: ^ You turn off the ignition switch. ^ You remove the fuse that provides power to the inflatable restraint sensing and diagnostic module. ^ You disconnect the vehicle battery from the vehicle electrical system. Disabling the SIR System prevents deploying of the air bags from the reserve energy supply power. Refer to Disabling the SIR System. See: Air Bag Disarming and Arming/Disabling the SIR System Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Drink Holders > Component Information > Service and Repair Drink Holders: Service and Repair Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. 3. Fully extend Cupholder. 4. Snap cupholder tang (right) from instrument panel with a blunt tool. 5. Cupholder. Install or Connect 1. Cupholder. 2. Snap cupholder to instrument panel. 3. Enable SIR system. 4. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Glove Compartment > Glove Compartment Lock > Component Information > Technical Service Bulletins > Instrument Panel Compartment - Lock Replacement Glove Compartment Lock: Technical Service Bulletins Instrument Panel Compartment - Lock Replacement File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-012 Date: August, 2001 SERVICE MANUAL UPDATE Subject: Instrument Panel Compartment Lock Cylinder Replacement Procedure Models: 1997-1999 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass This bulletin is being revised to add additional model years and to revise the text. Please discard Corporate Bulletin Number 73-83-12 (Section 8 - Chassis/Body Electrical). This bulletin is being issued to add the replacement procedure for the instrument panel compartment lock cylinder in the Instrument Panel and Console sub-section of the Service Manual. The ignition key is needed to properly remove the lock cylinder from the instrument panel compartment door. If the ignition key or key code is unavailable, the instrument panel compartment door and lock cylinder should be replaced. Removal Procedure 1. Disconnect the negative battery cable. 2. Open the instrument panel compartment door. Important: When photocopying the template in Step 3, be aware that some copiers may not make an exact copy of the original. Some may make the copy Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Glove Compartment > Glove Compartment Lock > Component Information > Technical Service Bulletins > Instrument Panel Compartment - Lock Replacement > Page 10791 slightly smaller or larger than the original. This same condition can also occur when printing the template from SI2000. Before proceeding, verify that the copy made is the same size as the original by measuring the width (a) and length (b) of the template. The width (a) should be 24 mm (15/16 in) and the length (b) should be 66 mm (2-5/8 in). 3. Make a photocopy of the template shown above. 4. Place the template copy over the lock cylinder bezel and align the "EDGE" on the template (2) with the edge of the face of the instrument panel compartment door (1). Important: The position of the centerline of the hole on the top of the instrument panel compartment door should be approximately 1.6 mm (1/16 in) forward of the edge of the face of the instrument panel compartment door and in-line with the key slot in the lock cylinder. 5. Fold the template to the contour of the instrument panel door. Mark the position of the center line of the small hole on the template to the instrument panel compartment door. 6. Remove the template. Important: The rearward edge of the drilled hole should be flush with the edge of the face of the instrument panel compartment door. 7. While lifting up on the instrument panel compartment door (1) handle, drill a 3.2 mm (1/8 in) hole at the point (2) marked in Step 5. 8. Insert the key into the instrument panel compartment door lock cylinder. 9. While lifting up on the instrument panel compartment door handle, insert a 1/16 in. hex head wrench, or the equivalent, into the drilled hole and depress the lock cylinder retainer. The lock cylinder retainer is spring loaded and is part of the lock cylinder. 10. Turn the key clockwise to the 3 o'clock position. 11. Using the key to side load the cylinder, remove the lock cylinder from the instrument panel compartment door. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Glove Compartment > Glove Compartment Lock > Component Information > Technical Service Bulletins > Instrument Panel Compartment - Lock Replacement > Page 10792 Installation Procedure 1. Insert the lock cylinder into the instrument panel compartment door in the 3 o'clock position. 2. Rotate the key counterclockwise until a snap is heard at the 12 o'clock position. 3. Inspect the instrument panel compartment door lock cylinder for proper operation. 4. Connect the negative battery cable. Tighten Tighten the cable to 16 N.m (12 lb ft). Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Headliner > Component Information > Locations Headliner Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Door Locks > Door Lock Relay > Component Information > Locations Door Lock Relay: Locations LH I/P Bussed Electrical Center Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information Key: Technical Service Bulletins Locks - Key Code Security Rules and Information INFORMATION Bulletin No.: 10-00-89-010 Date: May 27, 2010 Subject: Key Code Security Rules and Information on GM KeyCode Look-Up Application (Canada Only) Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saturn and Saab 2002 and Prior Isuzu Attention: This bulletin has been created to address potential issues and questions regarding KeyCode security. This bulletin should be read by all parties involved in KeyCode activity, including dealer operator, partner security coordinator, sales, service and parts departments. A copy of this bulletin should be printed and maintained in the parts department for use as a reference. Important U.S. dealers should refer to Corporate Bulletin Number 10-00-89-009. Where Are Key Codes Located? General Motors provides access to KeyCodes through three sources when a vehicle is delivered to a dealer. Vehicle KeyCodes are located on the original vehicle invoice to the dealership. There is a small white bar coded tag sent with most new vehicles that also has the key code printed on it. Dealerships should make a practice of comparing the tag's keycode numbers to the keycode listed on the invoice. Any discrepancy should be reported immediately to the GM of Canada Key Code Inquiry Desk. Remember to remove the key tag prior to showing vehicles to potential customers. The third source for Key codes is through the GM KeyCode Look-Up feature within the OEConnection D2DLink application. KeyCode Look-Up currently goes back 17 previous model years from the current model year. When a vehicle is received by the dealership, care should be taken to safeguard the original vehicle invoice and KeyCode tag provided with the vehicle. Potential customers should not have access to the invoice or this KeyCode tag prior to the sale being completed. After a sale has been completed, the KeyCode information belongs to the customer and General Motors. Tip Only the original invoice contains key code information, a re-printed invoice does not. GM KeyCode Look-Up Application for GM of Canada Dealers All dealers should review the General Motors of Canada KeyCode Look-Up Policies and Procedures (Service Policy & Procedures Manual Section 3.1.6 "Replacement of VIN plates & keys"). Please note that the KeyCode Access site is restricted. Only authorized users should be using this application. Please see your Parts Manager for site authorized users. KeyCode Look-Up currently goes back 17 years from current model year. Important notes about security: - Users may not access the system from multiple computers simultaneously. - Users may only request one KeyCode at a time. - KeyCode information will only be available on the screen for 2 minutes. - Each user is personally responsible for maintaining and protecting their password. - Never share your password with others. - User Id's are suspended after 6 consecutive failed attempts. - User Id's are disabled if not used for 90 days. - Processes must be in place for regular dealership reviews. - The Parts Manager (or assigned management) must have processes in place for employee termination or life change events. Upon termination individuals access must be turned off immediately and access should be re-evaluated upon any position changes within the dealership. - If you think your password or ID security has been breached, contact Dealer Systems Support at 1-800-265-0573. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 10805 Each user will be required to accept the following agreement each time the KeyCode application is used. Key Code User Agreement - Key codes are proprietary information belonging to General Motors Corporation and to the vehicle owner. - Unauthorized access to, or use of, key code information is unlawful and may subject the user to criminal and civil penalties. - This information should be treated as strictly confidential and should not be disclosed to anyone unless authorized. I will ensure that the following information is obtained prior to releasing any Key Code information: 1. Government issued picture ID (Drivers License) 2. Registration or other proof of ownership. Registration should have normal markings from the Province that issued the registration and possibly the receipt for payment recorded as well. Important - GM takes this agreement seriously. Each user must be certain of vehicle ownership before giving out key codes. - When the ownership of the vehicle is in doubt, dealership personnel should not provide the information. Key code requests should never be received via a fax or the internet and key codes should never be provided to anyone in this manner. A face to face contact with the owner of the vehicle is the expected manner that dealers will use to release a key code or as otherwise stipulated in this bulletin or other materials. - Key codes should NEVER be sent via a fax or the internet. - Each Dealership should create a permanent file to document all KeyCode Look Up transactions. Requests should be filed by VIN and in each folder retain copies of the following: - Government issued picture ID (Drivers License) - Registration or other proof of ownership. - Copy of the paid customer receipt which has the name of the employee who cut and sold the key to the customer. - Do not put yourself or your Dealership in the position of needing to "explain" a KeyCode Look Up to either GM or law enforcement officials. - Dealership Management has the ability to review all KeyCode Look-Up transactions. - Dealership KeyCode documentation must be retained for two years. Frequently Asked Questions (FAQs) for GM of Canada Dealers How do I request a KeyCode for customer owned vehicle that is not registered? Scrapped, salvaged or stored vehicles that do not have a current registration should still have the ownership verified by requesting the vehicle title, current insurance policy and / or current lien holder information from the customers financing source. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. In these cases, a short description of the vehicle (scrapped, salvaged, etc.) and the dealership location should be kept on file. Any clarifying explanation should be entered into the comments field. How do I document a KeyCode request for a vehicle that is being repossessed? The repossessor must document ownership of the vehicle by providing a court ordered repossession order and lien-holder documents prior to providing key code information. Copies of the repossessors Drivers License and a business card should be retained by the dealership for documentation. What do I do if the registration information is locked in the vehicle? Every effort should be made to obtain complete information for each request. Each Dealership will have to decide on a case by case basis if enough information is available to verify the customer's ownership of the vehicle. Other forms of documentation include vehicle title, insurance policy, and or current lien information from the customers financing source. Dealership Management must be involved in any request without complete information. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. Can I get a print out of the information on the screen? It is important to note that the Key Code Look Up Search Results contain sensitive and/or proprietary information. For this reason GM recommends against printing it. If the Search Results must be printed, store and/or dispose of the printed copy properly to minimize the risk of improper or illegal use. Who in the dealership has access to the KeyCode application? Dealership Parts Manager (or assigned management) will determine, and control, who is authorized to access the KeyCode Look Up application. However, we anticipate that dealership parts and service management will be the primary users of the application. The KeyCode Look Up application automatically tracks each user activity session. Information tracked by the system includes: User name, User ID, all other entered data and the date/time of access. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 10806 What if I input the VIN incorrectly? If an incorrect VIN is entered into the system (meaning that the system does not recognize the VIN or that the VIN has been entered incorrectly) the system will return an error message. If I am an authorized user for the KeyCode application, can I access the application from home? Yes. What if I suspect key code misuse? Your dealership should communicate the proper procedures for requesting key codes. Any suspicious activity either within the dealership or externally should be reported to Dealer Systems Support at 1-800-265-0573 or GM of Canada Key Code Inquiry Desk at 1-905-644-4892. Whose key codes can I access through the system? At this time the following Canadian vehicle codes are available through the system: Chevrolet, Cadillac, Buick, Pontiac, GMC, HUMMER (H2 and H3 only), Oldsmobile, Saturn, Saab and Isuzu (up to 2002 model year) for a maximum of 17 model years. What should I do if I enter a valid VIN and the system does not produce any key code information? Occasionally, the KeyCode Look Up application may not produce a key code for a valid VIN. This may be the result of new vehicle information not yet available. In addition, older vehicle information may have been sent to an archive status. If you do not receive a key code returned for valid VIN, you should contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. How do I access KeyCodes if the KeyCode Look-up system is down? If the KeyCode Look-up system is temporarily unavailable, you can contact the original selling dealer who may have it on file or contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the customer is dealing with an emergency lock-out situation, you need to have the customer contact Roadside assistance, OnStar if subscribed, or 911. What should I do if the KeyCode from the look-up system does not work on the vehicle? On occasion a dealer may encounter a KeyCode that will not work on the vehicle in question. In cases where the KeyCode won't work you will need to verify with the manufacturer of the cutting equipment that the key has been cut correctly. If the key has been cut correctly you may be able to verify the proper KeyCode was given through the original selling dealer. When unable to verify the KeyCode through the original selling dealer contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the key has been cut correctly and the code given does not work, the lock cylinder may have been changed. In these situations following the proper SI document for recoding a key or replacing the lock cylinder may be necessary. How long do I have to keep KeyCode Records? Dealership KeyCode documentation must be retained for two years. Can I get a KeyCode changed in the Look-Up system? Yes, KeyCodes can be changed in the Look-Up system if a lock cylinder has been changed. Contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. What information do I need before I can provide a driver of a company fleet vehicle Keys or KeyCode information? The dealership should have a copy of the individual's driver's license, proof of employment and registration. If there is any question as to the customer's employment by the fleet company, the dealer should attempt to contact the fleet company for verification. If there is not enough information to determine ownership and employment, this information should not be provided. How do I document a request from an Independent Repair facility for a KeyCode or Key? The independent must provide a copy of their driver's license, proof of employment and signed copy of the repair order for that repair facility. The repair order must include customer's name, address, VIN, city, province and license plate number. Copies of this information must be included in your dealer KeyCode file. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 10807 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Keyless Entry > Keyless Entry Programming Connector > Component Information > Diagrams Program Connector Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Keyless Entry > Keyless Entry Receiver > Component Information > Locations RH Side Of Engine Compartment, Rear Package Shelf Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Keyless Entry > Keyless Entry Receiver > Component Information > Locations > Page 10815 Keyless Entry Receiver: Diagrams Remote Control Door Lock Receiver Remote Control Door Lock Receiver (Part 1 Of 2) Remote Control Door Lock Receiver (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Keyless Entry > Keyless Entry Receiver > Component Information > Description and Operation > Illuminated Entry System Keyless Entry Receiver: Description and Operation Illuminated Entry System The Remote Control Door Lock Receiver also includes an Illuminated Entry feature. The interior lamps turn on when: ^ Any door is ajar. ^ Door(s) are unlocked by pressing the Unlock button on transmitter. ^ Instrument panel lamp dimmer slide control is moved to the "Interior Lamp" detent position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Keyless Entry > Keyless Entry Receiver > Component Information > Description and Operation > Illuminated Entry System > Page 10818 Keyless Entry Receiver: Description and Operation Standby Current Drain The standby (parasitic) current drain on the vehicle's battery due to the Remote Control Door Lock Receiver is approximately 2.2 milliamps (.0022 amps). This value will vary slightly with temperature and battery charge. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Keyless Entry > Keyless Entry Receiver > Component Information > Service and Repair > Remote Keyless Entry Module Replacement Keyless Entry Receiver: Service and Repair Remote Keyless Entry Module Replacement Module Mounting And Wiring (Typical) REMOVE OR DISCONNECT 1. Negative battery cable. 2. Open rear compartment lid. 3. Remote control door lock receiver located between rear package shelve and rear package shelve cover, just to the right of the center access hole. Compress the four tabs and slid the remote door lock receiver down through the access hole. 4. Electrical connector. INSTALL OR CONNECT 1. Electrical connector. 2. Module through center access hole and ensure mounting tabs are snapped in place. 3. Close rear compartment lid. 4. Negative battery cable. 5. Reprogram new receiver to transmitter(s). Refer to Reprogramming Remote Control Door Lock Receiver to Transmitter. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Keyless Entry > Keyless Entry Receiver > Component Information > Service and Repair > Remote Keyless Entry Module Replacement > Page 10821 Keyless Entry Receiver: Service and Repair Remote Keyless Entry Module Programming Module Mounting And Wiring (Typical) A Remote Control Door Lock Receiver can have up to four different transmitters programmed to it. A transmitter can be programed to more than one vehicle providing the remote keyless entry systems are similar. When reprogramming one transmitter, any and all other transmitters (maximum of four (4) total per receiver) must be reprogrammed at the same time in order for the other transmitters to work. Important ^ Leave a window down in the vehicle while reprogramming the Remote Control Door Lock Receiver system. This will avoid unintentional lock out if the reprogramming procedure is not properly performed. 1. Turn Ignition off. 2. Ground the receiver program terminal by jumping the two terminals located in the program ground connector. ^ No horn within 1 second, Lock, Unlock and Rear Compartment Lid Release will cycle to indicate module is ready for reprogramming. 3. Press and hold the rear compartment lid Lock and Unlock buttons until* Lock, Unlock, Rear Compartment Lid Release, and Horn cycles to indicate the transmitter has successfully been reprogrammed. (Approximately 12 seconds). 4. Repeat Step 3 for the remaining transmitters. 5. Remove the jumper at the program connector. 6. Verify proper operation of the transmitters. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Keyless Entry > Keyless Entry Receiver > Component Information > Service and Repair > Remote Keyless Entry Module Replacement > Page 10822 Keyless Entry Receiver: Service and Repair Resynchronization Resynchronization may be necessary due to the security method used by the Remote Control Door Lock Receiver system. The transmitter does not send the same signal twice to the receiver. The receiver will not respond to a signal it has sent previously. This prevents anyone from recording and playing back the signal from the transmitter. Resynchronization does not send the mathematical formula to the receiver, it simply verifies the previously programmed mathematical formula in the transmitter. Re synchronization only works if the transmitter is already programmed. Resynchronization may be necessary if: ^ The transmitter battery is very weak. ^ The transmitter battery is changed. ^ The vehicle battery is very weak. ^ The vehicle battery is changed. ^ The vehicle battery is disconnected. ^ The transmitter is pressed greater than 255 times outside the range of the receiver. To Resynchronize the transmitter with the receiver: 1. Depress the Lock and Unlock buttons on the transmitter simultaneously for 7 seconds. 2. The receiver will acknowledge resynchronization by: A. If all doors are locked, the receiver will unlock and lock all doors except the driver's door. B. If all doors are unlocked, the receiver will lock all doors. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Keyless Entry > Keyless Entry Transmitter > Keyless Entry Transmitter Battery > Component Information > Service and Repair Keyless Entry Transmitter Battery: Service and Repair Transmitter Battery Replacement REMOVE OR DISCONNECT 1. Open the transmitter case. ^ Insert a dime between the two halves of the transmitter case at the slot provided near the key ring hole and twist the dime to open the case. 2. Battery INSTALL OR CONNECT 1. Battery. ^ Use one Panasonic three-volt CR2032 or equivalent battery. Install the battery with the positive (+) side down. 2. Close the transmitter case. ^ Make sure the seal is in position, then align the two halves of the case and snap them together. 3 Check the operation of the transmitter. ^ If the transmitter does not work it may need to be resynchronized. Refer to Resynchronization. Normal battery life is approximately 2 years. The batteries should be replaced when the range of the transmitter begins to decrease significantly to less than approximately 7 meters (23 feet). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Locations > Left Front LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Locations > Left Front > Page 10832 RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Locations > Left Front > Page 10833 LR Door (RR Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Diagrams > Left Front Door Lock Actuator LF Door Lock Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Diagrams > Left Front Door Lock Actuator > Page 10836 RF Door Lock Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Diagrams > Left Front Door Lock Actuator > Page 10837 LR Door Lock Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 10842 RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch LF Door Lock Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch > Page 10845 RF Door Lock Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Mirrors > Heated Element, Mirror > Component Information > Technical Service Bulletins > Mirrors - Heated Mirrors, Defrosting Time Heated Element: Technical Service Bulletins Mirrors - Heated Mirrors, Defrosting Time INFORMATION Bulletin No.: 08-08-64-011A Date: February 25, 2010 Subject: Information on Heated Electrochromatic Outside Rearview Mirror Performance Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-08-64-011 (Section 08 - Body and Accessories). Defrosting Time/Performance Concern The electrochromatic (auto-dimming) outside rearview mirror used on the driver's side of many GM vehicles is slower to defrost than the passenger side outside rearview mirror. This is a normal condition. The glass on the driver's side electrochromatic mirror is twice as thick as the traditional glass on the passenger side mirror. The heating elements for the mirrors on both sides draw the same wattage, therefore the driver's side mirror will take approximately twice as long to defrost as the passenger mirror (approximately four minutes versus two minutes). Should a customer indicate that the driver's side heated mirror is not functioning correctly, verify it's function based upon this information prior to replacing the mirror. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Mirrors > Power Mirror Motor > Component Information > Locations > LH LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Mirrors > Power Mirror Motor > Component Information > Locations > LH > Page 10855 RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Mirrors > Power Mirror Motor > Component Information > Diagrams > LH LH Mirror Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Mirrors > Power Mirror Motor > Component Information > Diagrams > LH > Page 10858 RH Mirror Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Mirrors > Power Mirror Switch > Component Information > Locations LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Mirrors > Power Mirror Switch > Component Information > Locations > Page 10862 Power Mirror Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 05-08-51-008C > Jun > 09 > Body - Bumps or Rust Colored Spots in Paint Paint: Customer Interest Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Use the chemical manufacturers listed below, or equivalent: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 05-08-51-008C > Jun > 09 > Body - Bumps or Rust Colored Spots in Paint > Page 10872 Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 83-17-03 > Jul > 98 > Paint - Wearing Off Inside Front Door at the A Pillar Paint: Customer Interest Paint - Wearing Off Inside Front Door at the A Pillar File In Section: 10 - Body Bulletin No.: 83-17-03 Date: July, 1998 Subject: Paint Wearing Off Inside Front Door at the "A" Pillar (Install New Seal Patch and Repaint) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass Built Prior to June 1, 1998 Condition Some customers may comment about paint wearing off the front door on the inside of the "A" pillar, where a seal patch is placed over a welded joint. Cause This condition may be due to a seal patch material that becomes soft with heat in combination with a chaffing motion of the weatherstrip. Correction Install new seal patch and repaint, following the procedure shown: Caution Sanding dust, solvents and paints are potential health hazards. Make sure to wear an approved mask or respirator that is appropriate to the task being performed. 1. Pull back front door upper auxiliary weatherstrip. 2. Remove front door upper trim finish panel and remove outside rearview mirror. 3. Remove seal patch with heat gun and plastic paddle/paint stick. 4. Clean area with wax and grease remover. 5. Cut and install new seal patch, P/N 12378262, available from GMSPO. Another source is Dominion Sure Seal(R)*, P/N 30755. To order in Canada, call (905)670-5411. In the U.S., call 1-800-265-0790. * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this source or for any such products which may be available from other sources. 6. Mask and refinish area(s) as required, using products found in the GM Refinish Material Booklet # 4901-MD-98. Important: Always follow paint manufacturer's procedures and processes for their products. 7. Install front door upper trim finish panel and install outside rearview mirror and reposition upper auxiliary weatherstrip. Parts Information P/N Description 12378262 Seam Sealing Pad Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 83-17-03 > Jul > 98 > Paint - Wearing Off Inside Front Door at the A Pillar > Page 10877 Labor Operation Description Labor Time A7679 - Left Frt Door Front - Spot 0.8 hr Repair Paint A7689 - Right Frt Material Code: GD Per Side Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler Paint: Customer Interest Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler > Page 10882 Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 05-08-51-008C > Jun > 09 > Body - Bumps or Rust Colored Spots in Paint Paint: All Technical Service Bulletins Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Use the chemical manufacturers listed below, or equivalent: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 05-08-51-008C > Jun > 09 > Body - Bumps or Rust Colored Spots in Paint > Page 10888 Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 08-08-51-002 > Mar > 08 > Body - TPO Fascia Cleaning Prior to Painting Paint: All Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 83-17-03 > Jul > 98 > Paint - Wearing Off Inside Front Door at the A Pillar Paint: All Technical Service Bulletins Paint - Wearing Off Inside Front Door at the A Pillar File In Section: 10 - Body Bulletin No.: 83-17-03 Date: July, 1998 Subject: Paint Wearing Off Inside Front Door at the "A" Pillar (Install New Seal Patch and Repaint) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass Built Prior to June 1, 1998 Condition Some customers may comment about paint wearing off the front door on the inside of the "A" pillar, where a seal patch is placed over a welded joint. Cause This condition may be due to a seal patch material that becomes soft with heat in combination with a chaffing motion of the weatherstrip. Correction Install new seal patch and repaint, following the procedure shown: Caution Sanding dust, solvents and paints are potential health hazards. Make sure to wear an approved mask or respirator that is appropriate to the task being performed. 1. Pull back front door upper auxiliary weatherstrip. 2. Remove front door upper trim finish panel and remove outside rearview mirror. 3. Remove seal patch with heat gun and plastic paddle/paint stick. 4. Clean area with wax and grease remover. 5. Cut and install new seal patch, P/N 12378262, available from GMSPO. Another source is Dominion Sure Seal(R)*, P/N 30755. To order in Canada, call (905)670-5411. In the U.S., call 1-800-265-0790. * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this source or for any such products which may be available from other sources. 6. Mask and refinish area(s) as required, using products found in the GM Refinish Material Booklet # 4901-MD-98. Important: Always follow paint manufacturer's procedures and processes for their products. 7. Install front door upper trim finish panel and install outside rearview mirror and reposition upper auxiliary weatherstrip. Parts Information P/N Description 12378262 Seam Sealing Pad Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 83-17-03 > Jul > 98 > Paint - Wearing Off Inside Front Door at the A Pillar > Page 10897 Labor Operation Description Labor Time A7679 - Left Frt Door Front - Spot 0.8 hr Repair Paint A7689 - Right Frt Material Code: GD Per Side Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler Paint: All Technical Service Bulletins Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler > Page 10902 Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 72-05-11 > Dec > 97 > Warranty - Rail Dust Removal & Chemical Spotting Labor Paint: All Technical Service Bulletins Warranty - Rail Dust Removal & Chemical Spotting Labor File In Section: Warranty Administration Bulletin No.: 72-05-11 Date: December, 1997 WARRANTY ADMINISTRATION Subject: Clarification of Rail Dust Removal (A5575-A5580) and Chemical Spotting (A5541-A5544) Labor Operations Models: All Past and Future Passenger Cars and Light Duty Trucks The purpose of this Warranty Administration Bulletin is to clarify the usage, limits and guidelines for the proper use of the above subject labor operations. The above subject labor operations were introduced to correct paint imperfections caused by fallout that occurred either during shipment to the dealer or within the first 12 months or 12,000 miles (20,000 kms) of vehicle ownership. GM vehicle owners are informed that although no defect in the factory applied paint causes this, GM will repair, at no charge to the owner, the surfaces of new vehicles damaged by fallout condition within 12 months or 12,000 miles (20,000 kms) whichever occurs first. Effective with repair orders dated on or after December 1, 1997, labor operations A5575-A5580 Rail Dust Removal and A5541 through A5544 Chemical Spotting will be limited to within the first 12 months or 12,000 miles of the Base Vehicle Warranty (20,000 kms) whichever occurs first. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications Paint: All Technical Service Bulletins Paint - Basecoat/Clearcoat Paint Systems Specifications File In Section: 10 - Body Bulletin No.: 63-17-07B Date: June, 1997 INFORMATION Subject: New Aftermarket Paint Specification (GM4901M) for Basecoat/Clearcoat Paint Systems (Rigid Exterior Surfaces) Models: 1993-97 Passenger Cars and Trucks This bulletin is being revised to provide additional information on approved paint systems (Attachment 1 added). Please discard Corporate Bulletin Number 63-17-07A (Section 10 - Body). A vehicle's appearance is important to any customer's perception of that vehicle's quality and value. Furthermore, when an exterior finish repair is made, the customer expects that repair to match the showroom finish. Based upon rigorous and exhaustive testing, General Motors has established an aftermarket refinish paint specification, known as GM4901M, which is listed in the GM Engineering Specifications Manual. Use this specification when selecting a paint system for General Motors vehicle warranty paint repairs. All major paint suppliers are involved and support this program. The booklet enclosed with Corporate Bulletin # 63-17-07, "GM Approved Refinish Materials", P/N GM4901 M-D, identifies the paint systems you may use. All approved products (including VOC-compliant) are listed in the "system" approach recommended by the individual manufacturer. This booklet will be updated periodically to ensure you are provided with the latest information on paint systems. GM and Paint Supplier training services encompass this new specification and can address any questions. All materials listed in the booklet fall under the current materials allowance. However, this may change as costs increase. With this program, it is our goal to ensure quality repairs. After all, skilled technicians using the right materials offer the only path to true customer enthusiasm. By adhering to the GM4901M Specification for Aftermarket Paint Repair Materials, you will ensure our customers only receive the best while maximizing your quality throughout on exterior finish repairs. When a meeting or training session is held in your area, be sure your team is represented. We look forward to your support for this program. Additional Information In the development of this paint specification, major paint suppliers were invited to submit materials for approval. The requirements of the program are included in the approved materials booklet referenced above, dated December, 1996. Important: As of 7-1-97, the BASF products listed on Attachment 1 are now approved for use. The approved suppliers are: ^ Akzo Nobel (Sikkens) ^ American Standox ^ BASF ^ DuPont ^ ICI Autocolor ^ Martin Senour ^ PPG ^ Sherwin Williams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications > Page 10911 ^ Spies Hecker Your Zone wholesale personnel, Training Centers, STG Field Service Engineers, and the approved suppliers have additional training materials that may answer your further questions. Use of these GM approved materials ensures the highest quality for maintaining customer satisfaction. The dealer or retailer must ensure that all refinish materials, including sublets, meet GM Specification GM4901-M. Use of materials (and associated application methods) that do not meet this GM standard may result in a review of claim(s) leading to chargeback(s), as specified in the Policies and Procedures manual, Article 1.4.17. The standards will be updated periodically and other suppliers may be added when new standards are released by the fall of 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications > Page 10912 ATTACHMENT 1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 08-08-51-002 > Mar > 08 > Body - TPO Fascia Cleaning Prior to Painting Paint: All Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 72-05-11 > Dec > 97 > Warranty - Rail Dust Removal & Chemical Spotting Labor Paint: All Technical Service Bulletins Warranty - Rail Dust Removal & Chemical Spotting Labor File In Section: Warranty Administration Bulletin No.: 72-05-11 Date: December, 1997 WARRANTY ADMINISTRATION Subject: Clarification of Rail Dust Removal (A5575-A5580) and Chemical Spotting (A5541-A5544) Labor Operations Models: All Past and Future Passenger Cars and Light Duty Trucks The purpose of this Warranty Administration Bulletin is to clarify the usage, limits and guidelines for the proper use of the above subject labor operations. The above subject labor operations were introduced to correct paint imperfections caused by fallout that occurred either during shipment to the dealer or within the first 12 months or 12,000 miles (20,000 kms) of vehicle ownership. GM vehicle owners are informed that although no defect in the factory applied paint causes this, GM will repair, at no charge to the owner, the surfaces of new vehicles damaged by fallout condition within 12 months or 12,000 miles (20,000 kms) whichever occurs first. Effective with repair orders dated on or after December 1, 1997, labor operations A5575-A5580 Rail Dust Removal and A5541 through A5544 Chemical Spotting will be limited to within the first 12 months or 12,000 miles of the Base Vehicle Warranty (20,000 kms) whichever occurs first. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications Paint: All Technical Service Bulletins Paint - Basecoat/Clearcoat Paint Systems Specifications File In Section: 10 - Body Bulletin No.: 63-17-07B Date: June, 1997 INFORMATION Subject: New Aftermarket Paint Specification (GM4901M) for Basecoat/Clearcoat Paint Systems (Rigid Exterior Surfaces) Models: 1993-97 Passenger Cars and Trucks This bulletin is being revised to provide additional information on approved paint systems (Attachment 1 added). Please discard Corporate Bulletin Number 63-17-07A (Section 10 - Body). A vehicle's appearance is important to any customer's perception of that vehicle's quality and value. Furthermore, when an exterior finish repair is made, the customer expects that repair to match the showroom finish. Based upon rigorous and exhaustive testing, General Motors has established an aftermarket refinish paint specification, known as GM4901M, which is listed in the GM Engineering Specifications Manual. Use this specification when selecting a paint system for General Motors vehicle warranty paint repairs. All major paint suppliers are involved and support this program. The booklet enclosed with Corporate Bulletin # 63-17-07, "GM Approved Refinish Materials", P/N GM4901 M-D, identifies the paint systems you may use. All approved products (including VOC-compliant) are listed in the "system" approach recommended by the individual manufacturer. This booklet will be updated periodically to ensure you are provided with the latest information on paint systems. GM and Paint Supplier training services encompass this new specification and can address any questions. All materials listed in the booklet fall under the current materials allowance. However, this may change as costs increase. With this program, it is our goal to ensure quality repairs. After all, skilled technicians using the right materials offer the only path to true customer enthusiasm. By adhering to the GM4901M Specification for Aftermarket Paint Repair Materials, you will ensure our customers only receive the best while maximizing your quality throughout on exterior finish repairs. When a meeting or training session is held in your area, be sure your team is represented. We look forward to your support for this program. Additional Information In the development of this paint specification, major paint suppliers were invited to submit materials for approval. The requirements of the program are included in the approved materials booklet referenced above, dated December, 1996. Important: As of 7-1-97, the BASF products listed on Attachment 1 are now approved for use. The approved suppliers are: ^ Akzo Nobel (Sikkens) ^ American Standox ^ BASF ^ DuPont ^ ICI Autocolor ^ Martin Senour ^ PPG ^ Sherwin Williams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications > Page 10926 ^ Spies Hecker Your Zone wholesale personnel, Training Centers, STG Field Service Engineers, and the approved suppliers have additional training materials that may answer your further questions. Use of these GM approved materials ensures the highest quality for maintaining customer satisfaction. The dealer or retailer must ensure that all refinish materials, including sublets, meet GM Specification GM4901-M. Use of materials (and associated application methods) that do not meet this GM standard may result in a review of claim(s) leading to chargeback(s), as specified in the Policies and Procedures manual, Article 1.4.17. The standards will be updated periodically and other suppliers may be added when new standards are released by the fall of 1997. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications > Page 10927 ATTACHMENT 1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 10928 Paint: By Symptom Technical Service Bulletin # 05-08-51-008C Date: 090622 Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 10929 Use the chemical manufacturers listed below, or equivalent: Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Technical Service Bulletin # 83-17-03 Date: 980701 Paint - Wearing Off Inside Front Door at the A Pillar Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 10930 File In Section: 10 - Body Bulletin No.: 83-17-03 Date: July, 1998 Subject: Paint Wearing Off Inside Front Door at the "A" Pillar (Install New Seal Patch and Repaint) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass Built Prior to June 1, 1998 Condition Some customers may comment about paint wearing off the front door on the inside of the "A" pillar, where a seal patch is placed over a welded joint. Cause This condition may be due to a seal patch material that becomes soft with heat in combination with a chaffing motion of the weatherstrip. Correction Install new seal patch and repaint, following the procedure shown: Caution Sanding dust, solvents and paints are potential health hazards. Make sure to wear an approved mask or respirator that is appropriate to the task being performed. 1. Pull back front door upper auxiliary weatherstrip. 2. Remove front door upper trim finish panel and remove outside rearview mirror. 3. Remove seal patch with heat gun and plastic paddle/paint stick. 4. Clean area with wax and grease remover. 5. Cut and install new seal patch, P/N 12378262, available from GMSPO. Another source is Dominion Sure Seal(R)*, P/N 30755. To order in Canada, call (905)670-5411. In the U.S., call 1-800-265-0790. * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this source or for any such products which may be available from other sources. 6. Mask and refinish area(s) as required, using products found in the GM Refinish Material Booklet # 4901-MD-98. Important: Always follow paint manufacturer's procedures and processes for their products. 7. Install front door upper trim finish panel and install outside rearview mirror and reposition upper auxiliary weatherstrip. Parts Information P/N Description 12378262 Seam Sealing Pad Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time A7679 - Left Frt Door Front - Spot 0.8 hr Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 10931 Repair Paint A7689 - Right Frt Material Code: GD Per Side Technical Service Bulletin # 33-17-01A Date: 971201 Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 10932 The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Technical Service Bulletin # 05-08-51-008C Date: 090622 Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 10933 working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Use the chemical manufacturers listed below, or equivalent: Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 10934 Warranty Information (Saab U.S. Models) Disclaimer Technical Service Bulletin # 83-17-03 Date: 980701 Paint - Wearing Off Inside Front Door at the A Pillar File In Section: 10 - Body Bulletin No.: 83-17-03 Date: July, 1998 Subject: Paint Wearing Off Inside Front Door at the "A" Pillar (Install New Seal Patch and Repaint) Models: 1997-98 Chevrolet Malibu 1997-98 Oldsmobile Cutlass Built Prior to June 1, 1998 Condition Some customers may comment about paint wearing off the front door on the inside of the "A" pillar, where a seal patch is placed over a welded joint. Cause This condition may be due to a seal patch material that becomes soft with heat in combination with a chaffing motion of the weatherstrip. Correction Install new seal patch and repaint, following the procedure shown: Caution Sanding dust, solvents and paints are potential health hazards. Make sure to wear an approved mask or respirator that is appropriate to the task being performed. 1. Pull back front door upper auxiliary weatherstrip. 2. Remove front door upper trim finish panel and remove outside rearview mirror. 3. Remove seal patch with heat gun and plastic paddle/paint stick. 4. Clean area with wax and grease remover. 5. Cut and install new seal patch, P/N 12378262, available from GMSPO. Another source is Dominion Sure Seal(R)*, P/N 30755. To order in Canada, call (905)670-5411. In the U.S., call 1-800-265-0790. * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 10935 endorse, indicate any preference for or assume any responsibility for the products from this source or for any such products which may be available from other sources. 6. Mask and refinish area(s) as required, using products found in the GM Refinish Material Booklet # 4901-MD-98. Important: Always follow paint manufacturer's procedures and processes for their products. 7. Install front door upper trim finish panel and install outside rearview mirror and reposition upper auxiliary weatherstrip. Parts Information P/N Description 12378262 Seam Sealing Pad Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time A7679 - Left Frt Door Front - Spot 0.8 hr Repair Paint A7689 - Right Frt Material Code: GD Per Side Technical Service Bulletin # 33-17-01A Date: 971201 Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 10936 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Door Lock Relay > Component Information > Locations Door Lock Relay: Locations LH I/P Bussed Electrical Center Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Trunk / Liftgate Relay > Component Information > Locations Trunk / Liftgate Relay: Locations LH I/P Bussed Electrical Center Left Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Roof and Associated Components > Sunroof / Moonroof > Sunroof / Moonroof Switch > Component Information > Locations Headliner Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Head Restraint System > System Information > Technical Service Bulletins > Restraints - Driver/Passenger Seat Head Rest Information Head Restraint System: Technical Service Bulletins Restraints - Driver/Passenger Seat Head Rest Information INFORMATION Bulletin No.: 10-08-50-003A Date: March 24, 2011 Subject: Information on Driver or Passenger Seat Head Restraint Concerns with Comfort, Custom Upholstery or Other Comfort Enhancing Devices Models: 2012 and Prior GM Passenger Cars and Trucks Equipped with Adjustable Head Restraints Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 10-08-50-003 (Section 08 - Body and Accessories). Important ON A GM VEHICLE EQUIPPED WITH ADJUSTABLE HEAD RESTRAINTS, USE THE HEAD RESTRAINT COVERS, FOAM AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER OR REPOSITION THE HEAD RESTRAINT SYSTEM. ANY ALTERATIONS TO HEAD RESTRAINTS DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER DESIGN ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. You may have a customer with a concern that the head restraint is uncomfortable or sits too far forward. The front driver and passenger seats are equipped with head restraints that have been designed to help minimize injuries while still providing comfort to the occupants. Each GM vehicle has its own specifically designed head restraint. The head restraints should only be used in the vehicle for which they were designed. The head restraint will not operate to its design intent if the original foam is replaced (1) by non-GM foam or head restraint, (2) by GM foam or head restraint designed for a different vehicle, (3) by GM foam or head restraint that has been altered by a trim shop or (4) if any object, such as an aftermarket comfort enhancing pad or device, is installed. Never modify the design of the head restraint or remove the head restraint from the vehicle as this may interfere with the operation of the seating and restraint systems and may prevent proper positioning of the passenger within the vehicle. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Power Seat Motor > Component Information > Diagrams > Forward Back Motor Forward Back Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Power Seat Motor > Component Information > Diagrams > Forward Back Motor > Page 10958 Front Height Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Power Seat Motor > Component Information > Diagrams > Forward Back Motor > Page 10959 Rear Height Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Power Seat Switch > Component Information > Diagrams Power Seat Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-50-006A > Oct > 99 > Seats - Premature Wear of Leather Material Seat Cover: Customer Interest Seats - Premature Wear of Leather Material File In Section: O8 - Body and Accessories Bulletin No.: 99-08-50-006A Date: October, 1999 TECHNICAL Subject: Premature Wear of Leather Material on Front and Rear Seats (Replace Seat Cover Material) Models: 1997-99 Chevrolet Malibu 1997-99 Oldsmobile Cutlass Built before the following VIN breakpoints: Model VIN Breakpoint Chevrolet Malibu X6224976 Oldsmobile Cutlass X6333876 This bulletin is being revised to add additional seat covers, part numbers, labor operations and VIN breakpoints. Please discard Corporate Bulletin Number 99-08-50-006 (Section 8 - Body and Accessories). Condition Some customers may comment that there appears to be premature wear of the leather material on the driver or passenger front bucket seats or on the rear seat. Correction Replace ONLY the leather cover that has the premature wear with a new cover that has improved durability. Do NOT replace covers that do NOT have premature wear. Refer to the Seats sub-section of the appropriate Service Manual for information on replacing the cover material. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-50-006A > Oct > 99 > Seats - Premature Wear of Leather Material > Page 10971 Parts are currently available from GMSPO Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-50-006 > Apr > 99 > Bucket Seatback - Premature Wear of Leather Material Seat Cover: Customer Interest Bucket Seatback - Premature Wear of Leather Material File In Section: 08 - Body and Accessories Bulletin No.: 99-08-50-006 Date: April, 1999 TECHNICAL Subject: Premature Wear of Leather Material on Bucket Seatback Bolster (Replace Seatback Cover) Models: 1997-99 Chevrolet Malibu 1997-99 Oldsmobile Cutlass Condition Some customers may comment that there appears to be premature wear of the leather material on the driver's or passenger bucket seatback in the bolster area. Correction Replace the seatback leather cover with a new cover that has additional foam padding in the bolster area to improve durability. Refer to the Seats sub-section of the appropriate Service Manual for information on replacing the bucket seatback cover material. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use as shown. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Cover: > 04-08-50-006D > Sep > 10 > Interior - Seat Cover Wrinkle/Crease/Burn Info Seat Cover: All Technical Service Bulletins Interior - Seat Cover Wrinkle/Crease/Burn Info INFORMATION Bulletin No.: 04-08-50-006D Date: September 09, 2010 Subject: Minor Wrinkles/Creases, Discoloration, Cigarette Burns and Customer Induced Cuts and Stains on Front and Rear Driver and Passenger Seats with Leather, Vinyl or Cloth Seat Covers Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2009 and Prior Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add a model year. Please discard Corporate Bulletin Number 04-08-50-006C (Section 08 - Body and Accessories). If a customer comes in to your dealership due to certain conditions of the seat covers (splits, wrinkles, loose stitching, etc.), you must examine the seat cover in order to determine the validity of the customer claim. Some components from the above listed vehicles have been returned to the Warranty Parts Center (WPC) and analysis of these parts showed "customer induced damage" or No Trouble Found (NTF). The dealer should pay particular attention to the following conditions: - Cigarette burns Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Cover: > 04-08-50-006D > Sep > 10 > Interior - Seat Cover Wrinkle/Crease/Burn Info > Page 10981 - Customer induced cuts (knife cuts, cut by customer tools, etc.) - Paint stains (customer should have cleaned paint stains while paint was still wet) - Coffee stains and other removable dirt These should be cleaned as described in the Owner's Manual under Appearance Care. Also, refer to Corporate Bulletin Number 06-00-89-029A or later. - Evidence of chemicals used for cleaning, other than those specified in the Owner's Manual - Other chemical spills - Minor and normal leather wrinkles as a result of use - Other defects to the seat cover not detected during the pre-delivery inspection (PDI). Inform the customer that the above issues were not present when the vehicle was purchased and cannot be replaced under warranty. The covers, however, may be repaired or replaced at the customer's expense. The following conditions are not caused by the customer and should be covered by warranty: - Split seams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Cover: > 04-08-50-006D > Sep > 10 > Interior - Seat Cover Wrinkle/Crease/Burn Info > Page 10982 - Wear/cracking/peeling - Discoloration/dye transfer from customer clothing (if discoloration/dye transfer is not removed after using GM Leather and Vinyl Plastic Cleaner, P/N 88861401 (in Canada, P/N 88861409), replace the covers.) Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Cover: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors Seat Cover: All Technical Service Bulletins Interior - Elimination Of Unwanted Odors INFORMATION Bulletin No.: 00-00-89-027E Date: September 29, 2008 Subject: Eliminating Unwanted Odors in Vehicles Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and refine the instructions. Please discard Corporate Bulletin Number 00-00-89-027D (Section 00 - General Information). Vehicle Odor Elimination General Motors offers a product that may control or eliminate odors in the interior and luggage compartment areas of GM vehicles. GM Vehicle Care Odor Eliminator is a non-toxic, biodegradable odor remover. This odorless product has been shown to greatly reduce or remove objectionable smells of mold and mildew resulting from vehicle water leaks (as well as customer created odors, i.e. smoke). You may use GM Vehicle Care Odor Eliminator on fabrics, vinyl, leather, carpet and sound deadening materials. It may also be induced into HVAC modules and instrument panel ducts (for the control of non-bacterial related odors). Important: This product leaves no residual scent and should not be sold as or considered an air freshener. Product action may result in the permanent elimination of an odor and may be preferable to customers with allergies who are sensitive to perfumes. How to Use This Product GM Vehicle Care Odor Eliminator may be sprayed on in a ready-to-use formula or used in steam cleaners as an additive with carpet shampoo. This water-based, odorless product is safe for all vehicle interiors. Do not wet or soak any interior surface that plain water would cause to deteriorate, as this product will have the same effect. Also avoid letting this product come into contact with vinegar or any acidic substance. Acid-based products will hamper the effectiveness of, or render GM Vehicle Care Odor Eliminator inert. Note: Complete eight page treatment sheets are enclosed within each case of GM Vehicle Care Odor Eliminator. These treatment instructions range from simple vehicle odor elimination to full step by step procedures for odor removal from water leaks. If lost, contact 800-977-4145 to get a replacement set faxed or e-mailed to your dealership. Instructions and cautions are printed on the bottle, but additional help is available. If you encounter a difficult to eliminate or reoccurring odor, you may call 1-800-955-8591 (in Canada, 1-800-977-4145) to obtain additional information and usage suggestions. Important: This product may effectively remove odors when directly contacting the odor source. It should be used in conjunction with diagnostic procedures (in cases such as a water leak) to first eliminate the root cause of the odor, and then the residual odor to permanently correct the vehicle condition. Vehicle Waterleak Odor Elimination STEP ONE: Confirm that all water leaks have been repaired. Determine what areas of the vehicle were water soaked or wet. Components with visible mold/mildew staining should be replaced. Isolate the odor source inside the vehicle. Often an odor can be isolated to an area or component of the vehicle interior by careful evaluation. Odor evaluation may need to be performed by multiple persons. Another method of isolating an odor source is to remove and segregate interior trim and components. Plastic sheeting or drop cloths can be used to confine seats, headliners, etc. to assist in evaluation and diagnoses. If appropriate the vehicle and interior trim should be evaluated separately to determine if the odor stays with the vehicle or the interior components. Odors that stay with the vehicle may be isolated to insulating and sound deadening materials (i.e. water leak at the windshield or standing water in the front foot well area caused mold/mildew to form on the bulkhead or kick panel sound deadening pads. If the interior is removed the floor pan and primed/painted surfaces should be treated with bleach/soap solution, rinsed with clean water and dried. Interior surfaces should then be treated with GM Vehicle Care Odor Eliminator product before reinstalling carpet or reassembling. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Cover: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors > Page 10987 The GM Vehicle Care Odor Eliminator product is an effective odor elimination product when used properly. It must come into direct contact with the odor source. It should be used in conjunction with diagnostic procedures to first eliminate the root cause of the odor. Some procedures for use after odor root cause correction are: STEP TWO: ^ Use the trigger spray head. ^ Put a drop of dish soap the size of a quarter in the bottom of a bottle. ^ Add 8 oz. of GM Vehicle Care Odor Eliminator (1 cup) to the dish soap and top off the bottle with tap water. ^ This formula should be used on hard surfaces (dash, interior plastic molding, and floor pan) STEP THREE: The third step to neutralizing the vehicle is a light to medium treatment of all carpeting and upholstered seats with the GM Vehicle Care Odor Eliminator formula and a wide fan spray setting (at full strength) (i.e.: carpeting on the driver's side requires 4-5 triggers pulls for coverage). The headliner and trunk should be sprayed next. Lightly brushing the formula into the carpeting and upholstery is a recommended step for deep odor problems. The dash and all hard surfaces should be sprayed with dish soap/water mixture. Let stand for 1-2 minutes then wipe off the surface. STEP FOUR: (vehicle ventilation system treatment) The ventilation system is generally the last step in the treatment of the vehicle. a. Spray the GM Vehicle Care Odor Eliminator formula into all dash vents. (1-2 trigger pulls per vent). b. Start the vehicle and turn the vehicle fan on high cool (not A/C setting). c. Spray the formula (10 trigger pulls) into the outside fresh air intake vent (cowl at base of windshield) d. Enter the vehicle after 1 minute and wipe off the excess formula spurting out of the dash vents. e. Smell the air coming from the dash vents. If odors are still present, spray another 5 triggers into the cowl, wait another minute and smell the results. Once you have obtained a fresh, clean smell coming from the vents, turn the system to the A/C re-circulation setting. Roll up the windows, spray 3-5 pumps into the right lower IP area and let the vehicle run with the fan set on high for 5-7 minutes. Please follow this diagnosis process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. If these steps do not resolve the condition, please contact GM TAC for further diagnostic assistance. Additional Suggestions to Increase Customer Satisfaction Here are some additional ideas to benefit your dealership and to generate greater customer enthusiasm for this product. ^ Keep this product on-hand for both the Service Department and the Used Car lot. Add value to your used car trades; treat loaner and demo cars during service and at final sale to eliminate smoke, pet, and other common odors offensive to customers. Make deodorizing a vehicle part of your normal vehicle detailing service. ^ Consider including GM Vehicle Care Odor Eliminator as a give-away item with new vehicle purchases. Many dealers give away as "gifts" various cleaning supplies at time of delivery. GM Odor Eliminator is one of a few products GM offers that has as many uses in the home as in the vehicle. Customers may find this product can be used for a host of recreational activities associated with their new vehicle, such as deodorizing a boat they tow, or a camper. ^ GM Odor Eliminator and many of the GM Vehicle Care products offer you the chance to increase dealership traffic as these superior quality products cannot be purchased in stores. Many Dealerships have product displays at the parts counter. Consider additional displays in the Customer Service Lounge, the Showroom and at the Service Desk or Cashier Window. Many customers who purchase vehicles and receive regular maintenance at your dealership may never visit the parts counter, and subsequently are not exposed to the variety and value that these products offer. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Cover: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors > Page 10988 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Cover: > 99-08-50-006A > Oct > 99 > Seats - Premature Wear of Leather Material Seat Cover: All Technical Service Bulletins Seats - Premature Wear of Leather Material File In Section: O8 - Body and Accessories Bulletin No.: 99-08-50-006A Date: October, 1999 TECHNICAL Subject: Premature Wear of Leather Material on Front and Rear Seats (Replace Seat Cover Material) Models: 1997-99 Chevrolet Malibu 1997-99 Oldsmobile Cutlass Built before the following VIN breakpoints: Model VIN Breakpoint Chevrolet Malibu X6224976 Oldsmobile Cutlass X6333876 This bulletin is being revised to add additional seat covers, part numbers, labor operations and VIN breakpoints. Please discard Corporate Bulletin Number 99-08-50-006 (Section 8 - Body and Accessories). Condition Some customers may comment that there appears to be premature wear of the leather material on the driver or passenger front bucket seats or on the rear seat. Correction Replace ONLY the leather cover that has the premature wear with a new cover that has improved durability. Do NOT replace covers that do NOT have premature wear. Refer to the Seats sub-section of the appropriate Service Manual for information on replacing the cover material. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Cover: > 99-08-50-006A > Oct > 99 > Seats - Premature Wear of Leather Material > Page 10993 Parts are currently available from GMSPO Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Cover: > 99-08-50-006 > Apr > 99 > Bucket Seatback - Premature Wear of Leather Material Seat Cover: All Technical Service Bulletins Bucket Seatback - Premature Wear of Leather Material File In Section: 08 - Body and Accessories Bulletin No.: 99-08-50-006 Date: April, 1999 TECHNICAL Subject: Premature Wear of Leather Material on Bucket Seatback Bolster (Replace Seatback Cover) Models: 1997-99 Chevrolet Malibu 1997-99 Oldsmobile Cutlass Condition Some customers may comment that there appears to be premature wear of the leather material on the driver's or passenger bucket seatback in the bolster area. Correction Replace the seatback leather cover with a new cover that has additional foam padding in the bolster area to improve durability. Refer to the Seats sub-section of the appropriate Service Manual for information on replacing the bucket seatback cover material. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use as shown. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Other Service Bulletins for Seat Cover: > 04-08-50-006D > Sep > 10 > Interior - Seat Cover Wrinkle/Crease/Burn Info Seat Cover: All Technical Service Bulletins Interior - Seat Cover Wrinkle/Crease/Burn Info INFORMATION Bulletin No.: 04-08-50-006D Date: September 09, 2010 Subject: Minor Wrinkles/Creases, Discoloration, Cigarette Burns and Customer Induced Cuts and Stains on Front and Rear Driver and Passenger Seats with Leather, Vinyl or Cloth Seat Covers Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2009 and Prior Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add a model year. Please discard Corporate Bulletin Number 04-08-50-006C (Section 08 - Body and Accessories). If a customer comes in to your dealership due to certain conditions of the seat covers (splits, wrinkles, loose stitching, etc.), you must examine the seat cover in order to determine the validity of the customer claim. Some components from the above listed vehicles have been returned to the Warranty Parts Center (WPC) and analysis of these parts showed "customer induced damage" or No Trouble Found (NTF). The dealer should pay particular attention to the following conditions: - Cigarette burns Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Other Service Bulletins for Seat Cover: > 04-08-50-006D > Sep > 10 > Interior - Seat Cover Wrinkle/Crease/Burn Info > Page 11003 - Customer induced cuts (knife cuts, cut by customer tools, etc.) - Paint stains (customer should have cleaned paint stains while paint was still wet) - Coffee stains and other removable dirt These should be cleaned as described in the Owner's Manual under Appearance Care. Also, refer to Corporate Bulletin Number 06-00-89-029A or later. - Evidence of chemicals used for cleaning, other than those specified in the Owner's Manual - Other chemical spills - Minor and normal leather wrinkles as a result of use - Other defects to the seat cover not detected during the pre-delivery inspection (PDI). Inform the customer that the above issues were not present when the vehicle was purchased and cannot be replaced under warranty. The covers, however, may be repaired or replaced at the customer's expense. The following conditions are not caused by the customer and should be covered by warranty: - Split seams Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Other Service Bulletins for Seat Cover: > 04-08-50-006D > Sep > 10 > Interior - Seat Cover Wrinkle/Crease/Burn Info > Page 11004 - Wear/cracking/peeling - Discoloration/dye transfer from customer clothing (if discoloration/dye transfer is not removed after using GM Leather and Vinyl Plastic Cleaner, P/N 88861401 (in Canada, P/N 88861409), replace the covers.) Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Other Service Bulletins for Seat Cover: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors Seat Cover: All Technical Service Bulletins Interior - Elimination Of Unwanted Odors INFORMATION Bulletin No.: 00-00-89-027E Date: September 29, 2008 Subject: Eliminating Unwanted Odors in Vehicles Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and refine the instructions. Please discard Corporate Bulletin Number 00-00-89-027D (Section 00 - General Information). Vehicle Odor Elimination General Motors offers a product that may control or eliminate odors in the interior and luggage compartment areas of GM vehicles. GM Vehicle Care Odor Eliminator is a non-toxic, biodegradable odor remover. This odorless product has been shown to greatly reduce or remove objectionable smells of mold and mildew resulting from vehicle water leaks (as well as customer created odors, i.e. smoke). You may use GM Vehicle Care Odor Eliminator on fabrics, vinyl, leather, carpet and sound deadening materials. It may also be induced into HVAC modules and instrument panel ducts (for the control of non-bacterial related odors). Important: This product leaves no residual scent and should not be sold as or considered an air freshener. Product action may result in the permanent elimination of an odor and may be preferable to customers with allergies who are sensitive to perfumes. How to Use This Product GM Vehicle Care Odor Eliminator may be sprayed on in a ready-to-use formula or used in steam cleaners as an additive with carpet shampoo. This water-based, odorless product is safe for all vehicle interiors. Do not wet or soak any interior surface that plain water would cause to deteriorate, as this product will have the same effect. Also avoid letting this product come into contact with vinegar or any acidic substance. Acid-based products will hamper the effectiveness of, or render GM Vehicle Care Odor Eliminator inert. Note: Complete eight page treatment sheets are enclosed within each case of GM Vehicle Care Odor Eliminator. These treatment instructions range from simple vehicle odor elimination to full step by step procedures for odor removal from water leaks. If lost, contact 800-977-4145 to get a replacement set faxed or e-mailed to your dealership. Instructions and cautions are printed on the bottle, but additional help is available. If you encounter a difficult to eliminate or reoccurring odor, you may call 1-800-955-8591 (in Canada, 1-800-977-4145) to obtain additional information and usage suggestions. Important: This product may effectively remove odors when directly contacting the odor source. It should be used in conjunction with diagnostic procedures (in cases such as a water leak) to first eliminate the root cause of the odor, and then the residual odor to permanently correct the vehicle condition. Vehicle Waterleak Odor Elimination STEP ONE: Confirm that all water leaks have been repaired. Determine what areas of the vehicle were water soaked or wet. Components with visible mold/mildew staining should be replaced. Isolate the odor source inside the vehicle. Often an odor can be isolated to an area or component of the vehicle interior by careful evaluation. Odor evaluation may need to be performed by multiple persons. Another method of isolating an odor source is to remove and segregate interior trim and components. Plastic sheeting or drop cloths can be used to confine seats, headliners, etc. to assist in evaluation and diagnoses. If appropriate the vehicle and interior trim should be evaluated separately to determine if the odor stays with the vehicle or the interior components. Odors that stay with the vehicle may be isolated to insulating and sound deadening materials (i.e. water leak at the windshield or standing water in the front foot well area caused mold/mildew to form on the bulkhead or kick panel sound deadening pads. If the interior is removed the floor pan and primed/painted surfaces should be treated with bleach/soap solution, rinsed with clean water and dried. Interior surfaces should then be treated with GM Vehicle Care Odor Eliminator product before reinstalling carpet or reassembling. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Other Service Bulletins for Seat Cover: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors > Page 11009 The GM Vehicle Care Odor Eliminator product is an effective odor elimination product when used properly. It must come into direct contact with the odor source. It should be used in conjunction with diagnostic procedures to first eliminate the root cause of the odor. Some procedures for use after odor root cause correction are: STEP TWO: ^ Use the trigger spray head. ^ Put a drop of dish soap the size of a quarter in the bottom of a bottle. ^ Add 8 oz. of GM Vehicle Care Odor Eliminator (1 cup) to the dish soap and top off the bottle with tap water. ^ This formula should be used on hard surfaces (dash, interior plastic molding, and floor pan) STEP THREE: The third step to neutralizing the vehicle is a light to medium treatment of all carpeting and upholstered seats with the GM Vehicle Care Odor Eliminator formula and a wide fan spray setting (at full strength) (i.e.: carpeting on the driver's side requires 4-5 triggers pulls for coverage). The headliner and trunk should be sprayed next. Lightly brushing the formula into the carpeting and upholstery is a recommended step for deep odor problems. The dash and all hard surfaces should be sprayed with dish soap/water mixture. Let stand for 1-2 minutes then wipe off the surface. STEP FOUR: (vehicle ventilation system treatment) The ventilation system is generally the last step in the treatment of the vehicle. a. Spray the GM Vehicle Care Odor Eliminator formula into all dash vents. (1-2 trigger pulls per vent). b. Start the vehicle and turn the vehicle fan on high cool (not A/C setting). c. Spray the formula (10 trigger pulls) into the outside fresh air intake vent (cowl at base of windshield) d. Enter the vehicle after 1 minute and wipe off the excess formula spurting out of the dash vents. e. Smell the air coming from the dash vents. If odors are still present, spray another 5 triggers into the cowl, wait another minute and smell the results. Once you have obtained a fresh, clean smell coming from the vents, turn the system to the A/C re-circulation setting. Roll up the windows, spray 3-5 pumps into the right lower IP area and let the vehicle run with the fan set on high for 5-7 minutes. Please follow this diagnosis process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. If these steps do not resolve the condition, please contact GM TAC for further diagnostic assistance. Additional Suggestions to Increase Customer Satisfaction Here are some additional ideas to benefit your dealership and to generate greater customer enthusiasm for this product. ^ Keep this product on-hand for both the Service Department and the Used Car lot. Add value to your used car trades; treat loaner and demo cars during service and at final sale to eliminate smoke, pet, and other common odors offensive to customers. Make deodorizing a vehicle part of your normal vehicle detailing service. ^ Consider including GM Vehicle Care Odor Eliminator as a give-away item with new vehicle purchases. Many dealers give away as "gifts" various cleaning supplies at time of delivery. GM Odor Eliminator is one of a few products GM offers that has as many uses in the home as in the vehicle. Customers may find this product can be used for a host of recreational activities associated with their new vehicle, such as deodorizing a boat they tow, or a camper. ^ GM Odor Eliminator and many of the GM Vehicle Care products offer you the chance to increase dealership traffic as these superior quality products cannot be purchased in stores. Many Dealerships have product displays at the parts counter. Consider additional displays in the Customer Service Lounge, the Showroom and at the Service Desk or Cashier Window. Many customers who purchase vehicles and receive regular maintenance at your dealership may never visit the parts counter, and subsequently are not exposed to the variety and value that these products offer. Parts Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > All Other Service Bulletins for Seat Cover: > 00-00-89-027E > Sep > 08 > Interior - Elimination Of Unwanted Odors > Page 11010 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Track > Component Information > Technical Service Bulletins > Customer Interest for Seat Track: > 01-08-50-009 > Aug > 01 > Passenger Front Seat - Rattles When Unoccupied Seat Track: Customer Interest Passenger Front Seat - Rattles When Unoccupied File In Section: 08 Body and Accessories Bulletin No.: 01-08-50-009 Date: August, 2001 TECHNICAL Subject: Passenger Front-Seat Rattles When Unoccupied (Reposition Rear of Seat Track Adjuster on Floor) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some owners may comment that the passenger right front seat rattles when unoccupied. This condition may be most noticeable when the seat track is positioned in the middle of its forward/rearward travel. Correction Loosen the bolts that attach the rear of the seat track to the floor and spread the rear of the inboard and outboard tracks as far apart as possible. While in this spread apart position, tighten the attaching bolts to 40 N.m (30 lb ft). Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Track > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Track: > 01-08-50-009 > Aug > 01 > Passenger Front Seat - Rattles When Unoccupied Seat Track: All Technical Service Bulletins Passenger Front Seat - Rattles When Unoccupied File In Section: 08 Body and Accessories Bulletin No.: 01-08-50-009 Date: August, 2001 TECHNICAL Subject: Passenger Front-Seat Rattles When Unoccupied (Reposition Rear of Seat Track Adjuster on Floor) Models: 1997-2001 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass Condition Some owners may comment that the passenger right front seat rattles when unoccupied. This condition may be most noticeable when the seat track is positioned in the middle of its forward/rearward travel. Correction Loosen the bolts that attach the rear of the seat track to the floor and spread the rear of the inboard and outboard tracks as far apart as possible. While in this spread apart position, tighten the attaching bolts to 40 N.m (30 lb ft). Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 11029 RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch LF Door Lock Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch > Page 11032 RF Door Lock Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Mirror Switch > Component Information > Locations LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Mirror Switch > Component Information > Locations > Page 11036 Power Mirror Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Seat Switch > Component Information > Diagrams Power Seat Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Sunroof / Moonroof Switch > Component Information > Locations Headliner Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch > Component Information > Locations Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch > Component Information > Locations > Page 11046 Rear Compartment Lid Release Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch > Component Information > Locations > Page 11047 Trunk / Liftgate Switch: Service and Repair Description Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. 3. Snap deck lid switch from instrument panel with a blunt tool. 4. Electrical connector. Install or Connect 1. Electrical connectors 2. Switch into instrument panel. 3. Enable SIR system. 4. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > Body - Maintaining Exterior Weatherstrip Appearance Weatherstrip: Technical Service Bulletins Body - Maintaining Exterior Weatherstrip Appearance INFORMATION Bulletin No.: 99-08-64-016C Date: July 29, 2009 Subject: Information on Maintaining Exterior Weatherstrip Appearance Models: 2010 and Prior Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and update the parts and procedure information. Please discard Corporate Bulletin Number 99-08-64-016B (Section 08 - Body and Accessories). Exterior weatherstrips are exposed to a variety of environmental elements, including UV rays, acid rain, insect and bird residue and atmospheric fallout. All of these may effect the appearance of the weatherstrips; however, they do not effect the functionality of the weatherstrip. Weatherstrips that are discolored should not be replaced under the normal GM New Vehicle Warranty. Weatherstrip Maintenance Instructions Silicone grease on weatherstrips will make them last longer, seal better, and not stick or squeak. Clean the weatherstrips with a mild soap and water solution. Apply silicone grease with a clean cloth. During very cold, damp weather, frequent application may be required. Refer to the information below for the recommended maintenance products. Weatherstrips that are not maintained may crack and weather due to environmental elements. Parts Information Weatherstrip Conditioning Weatherstrip Lubricant (GM P/N 3634770 [in Canada, P/N 10953518]) or Dielectric Silicone Grease (GM P/N 12345579 [in Canada, P/N 992887]). Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Page 11056 Cruise Control Brake Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Service and Repair > Cruise Control Brake Switch Adjustment Brake Switch (Cruise Control): Service and Repair Cruise Control Brake Switch Adjustment Remove Or Disconnect 1. Left side A-pillar defogger duct from underneath I/P. Adjust 1. Twist switch counterclockwise to release from retainer. 2. With switch connector oriented toward the one o'clock position, slide the switch into retainer until the switch plunger is fully depressed into the switch barrel. 3. Twist switch clockwise until travel stop has been reached. Note: The switch connector will face the three o'clock position when locked. Install Or Connect 1. Left side A-pillar defogger duct from underneath I/P. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Service and Repair > Cruise Control Brake Switch Adjustment > Page 11059 Brake Switch (Cruise Control): Service and Repair Cruise Control Brake Switch Replacement Cruise Control Brake Switch REMOVE OR DISCONNECT 1. Left side A-pillar defogger duct from underneath I/P. 2. Wiring harness connector. 3. Twist switch counterclockwise to release from retainer, pull rearward to remove. INSTALL OR CONNECT 1. Switch into retainer. 2. With switch connector oriented toward the one o'clock position, slide the switch into retainer until the switch plunger is fully depressed into the switch barrel. 3. Twist switch clockwise until travel stop has been reached. Note: The switch connector will face the three o'clock position when locked. 4. Wiring harness connector. 5. Left side A-pillar defogger duct from underneath I/P. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Module > Component Information > Locations RH Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Module > Component Information > Locations > Page 11063 Cruise Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Switch > Component Information > Locations LH Side Of I/P, Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Switch > Component Information > Locations > Page 11067 SIR Coil Assembly C1: Cruise Control Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations RH Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations > Page 11072 Cruise Control Module Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Page 11077 Cruise Control Brake Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Service and Repair > Cruise Control Brake Switch Adjustment Brake Switch (Cruise Control): Service and Repair Cruise Control Brake Switch Adjustment Remove Or Disconnect 1. Left side A-pillar defogger duct from underneath I/P. Adjust 1. Twist switch counterclockwise to release from retainer. 2. With switch connector oriented toward the one o'clock position, slide the switch into retainer until the switch plunger is fully depressed into the switch barrel. 3. Twist switch clockwise until travel stop has been reached. Note: The switch connector will face the three o'clock position when locked. Install Or Connect 1. Left side A-pillar defogger duct from underneath I/P. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Service and Repair > Cruise Control Brake Switch Adjustment > Page 11080 Brake Switch (Cruise Control): Service and Repair Cruise Control Brake Switch Replacement Cruise Control Brake Switch REMOVE OR DISCONNECT 1. Left side A-pillar defogger duct from underneath I/P. 2. Wiring harness connector. 3. Twist switch counterclockwise to release from retainer, pull rearward to remove. INSTALL OR CONNECT 1. Switch into retainer. 2. With switch connector oriented toward the one o'clock position, slide the switch into retainer until the switch plunger is fully depressed into the switch barrel. 3. Twist switch clockwise until travel stop has been reached. Note: The switch connector will face the three o'clock position when locked. 4. Wiring harness connector. 5. Left side A-pillar defogger duct from underneath I/P. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Cruise Control Switch > Component Information > Locations LH Side Of I/P, Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Cruise Control Switch > Component Information > Locations > Page 11084 SIR Coil Assembly C1: Cruise Control Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > ABS Light > Component Information > Description and Operation > General Description ABS Light: Description and Operation General Description The ABS indicator (amber) will be illuminated when the Electronic Brake Control Module (EBCM) transmits a Class 2 message to the Body Function Controller (BFC) indicating there is an ABS malfunction. The Body Function Controller (BFC) will then command the ABS indicator ON over the Serial Peripheral interface (SPI) data line to the Instrument Cluster. in the event of a Class 2 serial data loss the ABS indicator will illuminate. In the event of an Serial Peripheral interface (SPI) data link failure, the ABS indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > ABS Light > Component Information > Description and Operation > General Description > Page 11090 ABS Light: Description and Operation Circuit Description When the EBCM needs to illuminate the ABS warning indicator or BRAKE warning indicators, it will transmit a signal (via serial data link) to the electronic Instrument Cluster which will illuminate the indicator. The amber ABS warning indicator will be illuminated to alert the driver of a malfunction. This indicates that the malfunction affects operation of the ABS. Normal (non-antilock) braking will remain. In order to regain ABS braking ability, the ABS must be serviced. As a bulb check procedure, the EBCM will command the ABS warning indicator ON for 3 seconds when the EBCM receives power (ignition in RUN or START positions). with the ignition in the OFF/UNLOCK position (loss of serial data), the Instrument Cluster will illuminate the ABS warning indicator. The red BRAKE warning indicator has three functions. It will illuminate whenever the park brake is set or when the brake fluid level within the master cylinder reservoir drops below a safe level. As a bulb check procedure, the EBCM will command the BRAKE warning indicator ON when the EBCM receives power (ignition in RUN or START position). With the ignition in the OFF/UNLOCK position (loss of EBCM serial data), the Instrument Cluster will illuminate the red BRAKE warning indicator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > Customer Interest for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > Customer Interest for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 11099 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > Customer Interest for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 11100 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > Customer Interest for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 11101 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > Customer Interest for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 11102 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > Customer Interest for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 11103 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition Technical Service Bulletin # 99-08-49-008 Date: 990701 Chime - Sounds When Key is Removed From Ignition File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-008 Date: July, 1999 TECHNICAL Subject: Chime Sounds When Key Is Removed from Ignition, Intermittent Operation of Power Door Locks, Keyless Entry, Steering Column Lock or Memory Seats (Inspect/Replace Lock Cylinder Actuator or Lock Cylinder Assembly) Models: 1991-99 Chevrolet Corvette, Malibu 1997-99 Oldsmobile Cutlass 1998-99 Oldsmobile Intrigue 1999 Oldsmobile Alero 1999 Pontiac Grand Am This Bulletin is being revised to add additional symptoms and conditions. Please discard Corporate Bulletin Number 83-83-20 (Section 8 - Chassis/Body Electrical) Condition Some customers may comment that the key warning chime continues to sound after the ignition key has been removed from the ignition lock cylinder. They may also comment that the automatic power door locks will not lock the doors when the key is removed from the ignition lock cylinder and the warning chime is sounding. On Corvette models, some customers may comment that there is an intermittent operation of the passive keyless entry system, the steering column lock, or the retracting feature of the memory power seat option when exiting the vehicle. Cause The actuator, located in the ignition lock cylinder, may be sticking after the key is removed. Correction Remove the ignition lock cylinder for the instrument panel using the following procedures. Once removed from the vehicle, use the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Parts Information Part Number Description Application All Models 12450483 Actuator Listed Above 12458191 Lock Service Package All, (Except Corvette 12458190 Lock Service Package Corvette Only Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 11109 For vehicles repaired under warranty, use the table. Malibu and Cutlass Models Malibu and Cutlass Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must dis8ble the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the lock cylinder bezel. 3. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Insert the key into the lock cylinder and turn to the ON position. 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 11110 See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Malibu and Cutlass Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 6. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Alero and Grand AM Models Alero and Grand Am Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the shift knob/handle (Alero Only). 3. Remove the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the lock cylinder bezel. 5. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 7. Insert the key into the lock cylinder and turn to the ON position. 8. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Alero and Grand Am Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, Insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the lock cylinder bezel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 11111 5. Install the console shifter trim plate (Alero Only). See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Install the shift knob/handle (Alero Only). 7. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 8. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Intrigue Models Intrigue Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SiR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SiR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Remove the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Remove the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Insert the key into the lock cylinder and turn to the ON position. 7. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Intrigue Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Install the radio. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Install the accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Install the left side instrument panel insulator. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 6. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 7. Reprogram the theft deterrent system (only if a new lock cylinder is installed). Corvette Models Corvette Models - Lock Cylinder Removal Use the following steps to remove the lock cylinder: Caution: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. 1. Disable the SIR system. See the SIR sub-section of Restraints in the Service Manual. 2. Remove the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 3. Remove the instrument panel accessory trim plate. See the instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Disconnect the electrical connector from the lock cylinder. 5. Insert the key into the lock cylinder and turn to the ON position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 11112 6. Depress and hold the release plunger (tab) on the side of the lock cylinder and pull the lock cylinder from the instrument panel. See Figure 1 for location of the release plunger (tab). See the "Actuator Type Identification" and "Test Procedure" sections later in this bulletin to determine the correct repair procedure. Corvette Models - Lock Cylinder Installation Use the following steps to install the lock cylinder: 1. With the key in the lock cylinder and in the ON position, insert the lock cylinder into the instrument panel until the plunger locks in place. 2. Connect the electrical connector to the lock cylinder. 3. Install the instrument panel accessory trim plate. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 4. Install the console. See the Instrument Panel & Console sub-section of Body & Accessories in the Service Manual. 5. Enable the SIR system. See the SIR sub-section of Restraints in the Service Manual. Actuator Type Identification With the key installed, hold the lock cylinder as shown in Figure 2 to determine what type of actuator is being used. FOLLOW THE APPROPRIATE TEST PROCEDURE FOR THE TYPE OF ACTUATOR BEING USED. Test Procedure - New and Early Design Actuator Test Procedure Early Design Actuator: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Audible Warning Device: > 99-08-49-008 > Jul > 99 > Chime - Sounds When Key is Removed From Ignition > Page 11113 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the EARLY design actuator in the lock cylinder does NOT drop down, replace the complete lock assembly. 3. If the EARLY design actuator in the lock cylinder DOES drop down, replace the actuator with the new design actuator P/N 12450483. To replace the actuator, install the key in the lock and grasp the end of the actuator with a pair of small long nose (needle nose) pliers and pull firmly. With the key still in the lock, install the new actuator by aligning the actuator shaft with the opening in the lock cylinder and pushing the actuator into place. Verify the correct actuator operation by performing Step 1 again. Important: After installing a new actuator, correct actuator operation must be confirmed. New Design Actuator: 1. With the lock cylinder held vertically as shown in Figure 3, remove the key from the lock. When the key is removed, the actuator should drop down in the lock cylinder approximately 4-5 mm (3/16 in). Repeat this step several times. 2. If the NEW design actuator in the lock cylinder does NOT drop down, replace the lock cylinder assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions Audible Warning Device: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11116 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11117 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11118 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11119 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11120 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11121 Audible Warning Device: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11122 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11123 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11124 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11125 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11126 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11127 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11128 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11129 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11130 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11131 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11132 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11133 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11134 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11135 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11136 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11137 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11138 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11139 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11140 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11141 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11142 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11143 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11144 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11145 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11146 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11147 Audible Warning Device: Electrical Diagrams Audible Warnings (Part 1 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11148 Audible Warnings (Part 2 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11149 Audible Warnings (Part 3 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 11150 Audible Warnings (Part 4 Of 4) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Description and Operation > Chime Request Function Audible Warning Device: Description and Operation Chime Request Function When the Body Function Controller (BFC) requests an indicator display on the Instrument Cluster, it may also produce a chime. The following chimes are provided: ^ Oil Pressure indicator ^ Engine Coolant Temperature indicator ^ Low Fuel indicator ^ BRAKE indicator ^ SERVICE VEHICLE SOON indicator ^ CHECK 011 indicator ^ Volts indicator ^ LOW WASH indicator ^ Low Coolant indicator ^ Door Ajar Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Description and Operation > Chime Request Function > Page 11153 Audible Warning Device: Description and Operation Circuit Operation The Audible Warnings System is controlled by the Body Function Controller (BFC) and sounds a chime to bring attention to several conditions. These conditions are: ^ Check Gauges indicator is ON. ^ Seat Belt is not fastened. ^ Key is in the Ignition Cylinder (with door open). ^ Headlamps are ON (with door open). ^ Turn Signal is ON (with continuous operation after 1.2 km [3/4 mile]). ^ Park Brake engaged (with continuous operation of greater than 5 km/h [3 m/h] or vehicle in gear longer than 8 seconds). Chime Timing The BFC produces an audible chime for certain error states. The chimes and their repetition rates are found in Table #1. See: Testing and Inspection/Symptom Related Diagnostic Procedures/Diagnosis by Symptom Tables Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Audible Warning Device: Symptom Related Diagnostic Procedures All Warning Chimes Are Inoperative (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11156 All Warning Chimes Are Inoperative (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11157 All Warning Chimes Are Inoperative (Part 3 Of 3) Door Ajar Chime Does Not Sound From LR Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11158 Door Ajar Chime Does Not Sound From RF Door Door Ajar Chime Does Not Sound From RR Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11159 Driver Door Ajar Chime Does Not Operate Properly (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11160 Driver Door Ajar Chime Does Not Operate Properly (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11161 Driver Door Ajar Chime Does Not Operate Properly (Part 3 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11162 Fasten Belts Chime Sounds When Driver's Seat Is Buckled (Part 1 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11163 Fasten Belts Chime Sounds When Driver's Seat Is Buckled (Part 2 Of 2) Key In Ignition Chime Sounds When Key Is Not In Ignition (Part 1 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11164 Key In Ignition Chime Sounds When Key Is Not In Ignition (Part 2 Of 2) Park Belt Chime Sounds When Park Brake Is Not Engaged (Part 1 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11165 Passenger Door Ajar Chime Sounds Continually (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11166 Passenger Door Ajar Chime Sounds Continually (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11167 Passenger Door Ajar Chime Sounds Continually (Part 3 Of 3) RF & LR Or RR Do Not Activate Passenger Door Ajar Switch (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11168 RF & LR Or RR Do Not Activate Passenger Door Ajar Switch (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11169 RF & LR Or RR Do Not Activate Passenger Door Ajar Switch (Part 3 Of 3) Turn Signal Chime Does Not Work Properly Diagnosis by Symptom Tables Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11170 Table #1 Chime Description Note 1 s a repetition rate of 150/minute for 3 seconds then 18/minute at the 50/minute decay rate. Note 2 is synchronized with the turn signal flash rate. The chime is synchronized with the leading edge of the Turn Signal, but decays as the Turn Signal rate changes. Key-in Ignition Chime Voltage is applied at all times through the INT LAMP Fuse and circuit 340 to the Body Function Controller (BFC). When the key is in the Ignition Switch and LH front door is open circuits 80 and 394 are grounded. When the BFC senses the concurrent grounding of these circuits the BFC sounds the Key In Ignition Chime. Fasten Belts Chime With the Ignition Switch turned to the RUN or START positions voltage is applied through the A/C BFC Fuse to the 439 circuit. With the LH Front Seat Belt unbuckled, circuit 238 is grounded through the Seat Belt Switch. The Fasten Belts Chime sounds for 8 seconds. Lights-on Chime The Body Function Controller sounds the Lights-On Chime when the following three conditions are met: 1. Battery voltage on the 9 circuit indicates that the Park or Headlamps are ON. 2. Zero volts from the IPC/BFC ACC, 1600 Circuit, fuse indicates that the Ignition Switch is not in the OFF/LOCK, ACCY, RUN or START 3. Ground on the 394 circuit, indicates that the LH Door is open. Turn-signal-on Chime When a turn signal is operated, voltage is applied to the BFC connector C2 terminal A8. The BFC begins to monitor vehicle distance on input from the Vehicle Speed Sensor (VSS). If the turn signal is still flashing after the vehicle has traveled 1.2 km [3/4 mile], the Turn Signal Chime will sound as the turn signal flashes. Check Gauges Chime The Check Gauges Chime will sound three notes each time one of the following Indicators turns ON, and the engine has been running for more than 5 seconds. ^ Low Oil Pressure ^ High Temperature ^ Low Fuel Level ^ Brake Indicator via Serial Data Command ^ ABS ^ Service Vehicle Soon ^ Check Oil Level ^ Volts ^ Low Washer Fluid ^ Low Coolant Level The Check Gauges Chime will sound three tones at a rate of 300 tones per minute and is not limited to once per ignition cycle for the Door Ajar Indicator when the transaxle is in Drive or Reverse. The chime will sound whenever the activating conditions occur throughout an ignition cycle. Park Brake Chime The Park Brake Chime will sound when the vehicle speed is greater than 5 km/h (8 m/h), the Park Brake is set, and an eight second timer has not expired. The chime shall deactivate when vehicle speed falls below 5 km/h (8 m/h) and the eight second timer expires, or the Park Brake is released. Troubleshooting Hints 1. Check the Body Function Controller (BFC) BATT, IPC/BFC ACC, A/C BFC, INT LPS and CRUISE Fuses by visual inspection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11171 2. For diagnosis of the Seat Belt Indicator, refer to Computer System Diagnosis. 3. If the Headlamps ON Chime does not sound with the Headlamp switch in PARK or HEAD, check for an open in circuit 9 between the RH I/P Bussed Electrical Center (RH I/P BEC) and the BFC. If OK, replace the BFC. 4. If the Check Gauges Chime sounds continuously check the following indicators. If no indicators are lit, replace the BFC. Refer to the BFC Reprogramming Procedure in Computer System Diagnosis. ^ Oil Pressure indicator ^ Engine Coolant Temperature indicator ^ Low Fuel indicator ^ BRAKE indicator ^ SERVICE VEHICLE SOON indicator ^ CHECK OIL indicator ^ Volts indicator ^ LOW WASHER indicator ^ Low Coolant indicator ^ All doors are closed ^ Check for a broken (or partially broken) wire inside of the insulation which could cause system failure but prove GOOD in a continuity/voltage check (refer to General Troubleshooting Procedures). ^ Check for proper installation of after market electronic equipment which may affect the integrity of other systems (refer to General Troubleshooting Procedures). See: Diagrams/Diagnostic Aids Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 11172 Audible Warning Device: Component Tests and General Diagnostics The Audible Warnings System is controlled by the Body Function Controller (BFC) and sounds a chime to bring attention to several conditions. These conditions are: ^ Check Gauges indicator is ON. ^ Seat Belt is not fastened. ^ Key is in the Ignition Cylinder (with door open). ^ Headlamps are ON (with door open). ^ Turn Signal is ON (with continuous operation after 1.2 km [3/4 mile]). ^ Park Brake engaged (with continuous operation of greater than 5 km/h [3 m/h] or vehicle in gear longer than 8 seconds). Chime Timing The BFC produces an audible chime for certain error states. The chimes and their repetition rates are found in Table #1. See: Symptom Related Diagnostic Procedures/Diagnosis by Symptom Tables Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions Brake Warning Indicator: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11177 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11178 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11179 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11180 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11181 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11182 Brake Warning Indicator: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11183 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11184 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11185 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11186 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11187 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11188 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11189 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11190 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11191 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11192 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11193 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11194 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11195 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11196 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11197 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11198 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11199 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11200 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11201 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11202 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11203 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11204 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11205 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11206 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11207 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 11208 Brake Warning Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Description and Operation > Brake Indicator Brake Warning Indicator: Description and Operation Brake Indicator The BRAKE warning indicator (red) will be illuminated when the Ignition Switch is in RUN position and the Park Brake is engaged. The BRAKE indicator will illuminate when the Electronic Brake Control Module (EBCM) transmits a Class 2 message (0 the Body Function Controller (BFC) indicating there has been a Brake Fail Condition. The Body Function Controller (BFC) will then command the BRAKE indicator ON over the Serial Peripheral interface (SPI) data line to the instrument Cluster. in the event of a Class 2 serial data loss the BRAKE indicator will illuminate. in the event of an Serial Peripheral Interface (SPI) data link failure, the BRAKE indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Description and Operation > Brake Indicator > Page 11211 Brake Warning Indicator: Description and Operation General Description The standard brake system uses a single red "BRAKE" warning light located in the instrument panel cluster. When the ignition switch is in the "Start" position, the "BRAKE" warning light should glow and go off when the ignition switch returns to the "Run" position. The following conditions will activate the "BRAKE" light: 1. Parking brake applied. The light should be on whenever the parking brake is applied and the ignition switch is on. 2. Low fluid level. A low fluid level in the master cylinder will turn the "BRAKE" light on. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Charge Lamp/Indicator > Component Information > Description and Operation Charge Lamp/Indicator: Description and Operation The Volts indicator (red) will be illuminated under the following conditions: ^ Lamp Terminal pulled low: Key On (Bulb check) - Open Field or Regulator Circuit - Output voltage above overvoltage set point (no control) - Low system voltage above Engine RPM calibrated value (Undervoltage) - Open P terminal at the Voltage Regulator, shorted positive or negative bridge diode at P terminal Field terminal voltage - Condition indicate a voltage regulator disconnect (Low Duty Cycle) The Powertrain Control Module (PCM) will determine Engine RPM, Generator Field Duty Cycle, Lamp Terminal State, L term disabled and send these as Class 2 messages to the Body Function Controller (BFC). The Body Function Controller (BFC) will then dictate to the Instrument Cluster the state of the Volts indicator and set the appropriate fault codes. There are four fault codes possible that will illuminate the volts indicator. The Lamp Terminal Open/Short fault and the Field Terminal Short fault and their respective codes can only be set and cleared with Ignition 1 active and zero engine RPM. Since the volts indicator is illuminated with Ignition 1 active and zero engine RPM the faults that can occur under these conditions cannot be communicated to the driver. Therefore, if either of these codes are set when the engine is started the indicator will remain illuminated to indicate the fault. The Lamp Terminal Open/Short program checks for a high lamp state while the Engine in not running. The Field Terminal Short program checks for a duty cycle higher than a calibrated value while the engine is not running. Both of these faults have a calibratable timer before setting. The Field terminal fault and the Lamp terminal fault and their respective codes can only be set and cleared with the engine running. The Body Function Controller (BFC) will diagnose a possible voltage regulator disconnect (Field terminal fault) by monitoring the duty cycle and verifying it does not fall below the calibrated value for a calibrated time. The Lamp terminal fault is set if the Lamp terminal goes low for a calibrated time. The volts algorithm tracks whether or not the Powertrain Control Module (PCM) has disabled the Generator on a cold start or in a stall condition and will not set any field or lamp faults. The Powertrain Control Module (PCM) will not disable the generator for more than 10 seconds. In the event of a Powertrain Control Module (PCM) or a Body Function Controller (BFC) Class 2 or Serial Peripheral Interface (SPI) serial data loss the Volts indicator will remain in its last state prior to the loss of serial data. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Technical Service Bulletins > Customer Interest for Cigarette Lighter: > 99-08-45-005 > Nov > 99 > Accessory Receptacle/Cigar Lighter - Inoperative Cigarette Lighter: Customer Interest Accessory Receptacle/Cigar Lighter - Inoperative File In Section: 08 - Body and Accessories Bulletin No.: 99-08-45-005 Date: November, 1999 TECHNICAL Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for Short to Ground) Models: 1995-2000 Passenger Cars and Trucks Condition Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or that the internal fuse (within the plug on an aftermarket device), blows intermittently. Cause Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini fuse may have an external terminal (which may be used to externally check the fuse). If the mini fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device), to blow intermittently. Correction Test the aftermarket device plug for short to ground. The following step may be performed at the customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it would be the owner's responsibility. 1. Place a piece of tape over the mini fuse terminal temporarily. 2. Explain to the customer that the fuse for the device must have no exposed terminals, and that finding one would be his responsibility. 3. Refer the customer to the manufacturer of the aftermarket device for a new plug. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Cigarette Lighter: > 99-08-45-005 > Nov > 99 > Accessory Receptacle/Cigar Lighter - Inoperative Cigarette Lighter: All Technical Service Bulletins Accessory Receptacle/Cigar Lighter - Inoperative File In Section: 08 - Body and Accessories Bulletin No.: 99-08-45-005 Date: November, 1999 TECHNICAL Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for Short to Ground) Models: 1995-2000 Passenger Cars and Trucks Condition Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or that the internal fuse (within the plug on an aftermarket device), blows intermittently. Cause Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini fuse may have an external terminal (which may be used to externally check the fuse). If the mini fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device), to blow intermittently. Correction Test the aftermarket device plug for short to ground. The following step may be performed at the customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it would be the owner's responsibility. 1. Place a piece of tape over the mini fuse terminal temporarily. 2. Explain to the customer that the fuse for the device must have no exposed terminals, and that finding one would be his responsibility. 3. Refer the customer to the manufacturer of the aftermarket device for a new plug. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Technical Service Bulletins > Page 11228 Top RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Technical Service Bulletins > Page 11229 Cigar Lighter Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Technical Service Bulletins > Page 11230 Cigarette Lighter: Service and Repair Description Description Remove or Disconnect 1. Negative battery cable. 2. Accessory trim plate. 3. Electrical connector 4. Lighter Housing from trim plate. Install or Connect 1. Lighter Housing to trim plate. 2. Electrical connector. 3. Accessory trim plate. 4. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Coolant Level Indicator Lamp > Component Information > Description and Operation Coolant Level Indicator Lamp: Description and Operation The Low Coolant indicator (amber) will be illuminated to indicate to the driver that the Engine Coolant level is low. The Engine Coolant Level Switch is a discrete input to the Body Function Controller (BFC) which will close when the Engine Coolant is low. The indicator will illuminate when the input has been active low for at least 10 seconds and the Ignition Switch is in the RUN position. The indicator will be commanded OFF if the switch input goes inactive for at least 2 seconds. This is a distributed function between the Body Function Controller (BFC) and the Instrument Cluster. The Body Function Controller (BFC) will read the status of the Engine Coolant Level Switch input and determine indicator control and then send the control state to the Instrument Cluster via the Serial Peripheral Interface (SPI) serial data bus. The Instrument Cluster will read the Low Coolant indicator control state in the Serial Peripheral Interface (SPI) message and control the indicator directly. In the event of an Serial Peripheral Interface (SPI) data link failure, the Low Coolant indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Coolant Level Indicator Lamp > Component Information > Description and Operation > Page 11234 Coolant Level Indicator Lamp: Testing and Inspection Diagnostic Chart Diagnostic Chart Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cruise Control Indicator Lamp > Component Information > Description and Operation Cruise Control Indicator Lamp: Description and Operation The CRUISE indicator (green) will be illuminated when the Powertrain Control Module (PCM) transmits a Class 2 message to the Body Function Controller (BFC) indicating the Cruise is engaged. The Body Function Controller (BFC) will then command the CRUISE indicator ON over the Serial Peripheral Interface (SPI) serial data bus to the Instrument Cluster. In the event of a Class 2 serial data loss the CRUISE indicator will not be illuminated. In the event of an Serial Peripheral Interface (SPI) data link failure, the CRUISE indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming Air Bag(s) Arming and Disarming: Service and Repair Air Bag Disarming and Arming Disabling the SIR System Description Description REMOVE OR DISCONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 11243 ^ Turn the steering wheel to the straight ahead position. ^ Remove the key from the ignition switch. 1. The AIR BAG fuse from the I/P fuse block. 2. The I/P insulator left side. 3. The Connector Position Assurance (CPA) and the driver yellow 2-way connector located at the base of the steering column. 4. The I/P compartment door. 5. The Connector Position Assurance (CPA) and the passenger yellow 2-way connector located behind the I/P compartment door. IMPORTANT With the AIR BAG fuse removed and the ignition switch in the RUN position, the AIR BAG warning lamp Illuminates. This is normal operation and does not indicate a SIR system malfunction. Enabling the SIR System Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 11244 Description INSTALL OR CONNECT ^ Remove the key from the ignition switch. 1. Passenger yellow 2-way connector and the CPA located behind the Instrument panel compartment. 2. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Console. 3. Driver yellow 2-way connector and the CPA located at the base of the steering column. 4. Instrument Cluster insulator (left side). Refer to instrument panel in Instrument Panel, Gauges and Console. 5. The AIR BAG Fuse to the LH I/P Bussed Electrical Center (LH I/P BEC). Refer to Power Distribution in Diagrams. ^ Staying well away from both air bags, turn the ignition switch to the RUN position. Verify that the AIR BAG warning lamp flashes seven times and then stays off. If the AIR BAG warning lamp does not operate as described, perform the SIR DIAGNOSTIC SYSTEM CHECK. See: Restraint Systems/Air Bag Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 11245 Air Bag(s) Arming and Disarming: Service and Repair General Service Precautions CAUTION: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Use the following procedure to temporarily disable the I/P system. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. The inflatable restraint sensing and diagnostic module maintains a reserve energy supply. When the vehicle power is insufficient to cause deployment of the air bags, the reserve energy supply provides the deployment power. Deployment power is available for as much as 10 minutes after disconnecting the vehicle power by any of the following methods: ^ You turn off the ignition switch. ^ You remove the fuse that provides power to the inflatable restraint sensing and diagnostic module. ^ You disconnect the vehicle battery from the vehicle electrical system. Disabling the SIR System prevents deploying of the air bags from the reserve energy supply power. Refer to Disabling the SIR System. See: Air Bag Disarming and Arming/Disabling the SIR System Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dimmer Switch > Component Information > Technical Service Bulletins > IP Dimmer Control - Proper Setting Dimmer Switch: Technical Service Bulletins IP Dimmer Control - Proper Setting File In Section: 08 - Body and Accessories Bulletin No.: 99-08-42-009 Date: November, 1999 INFORMATION Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and Electronic PRNDL Display Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for example, when a vehicle is backed out of a dark garage into the bright sunlight). This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dimmer Switch > Component Information > Locations > Lamp Dimmer Module Rear Of Engine Compartment, Front Of Dash Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dimmer Switch > Component Information > Locations > Lamp Dimmer Module > Page 11252 LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dimmer Switch > Component Information > Locations > Page 11253 Dimmer Switch: Diagrams Lamp Dimmer Module Panel Dimmer Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dimmer Switch > Component Information > Locations > Page 11254 Dimmer Switch: Service and Repair Description Remove or Disconnect 1. Disable SIR system. 2. Left sound insulator. 3. Electrical connector. 4. Screws to dimmer module. Install or Connect 1. Screws to dimmer module. 2. Electrical connector. 3. Left sound insulator. 4. Enable SIR system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Door/Trunk Ajar Indicator/Lamp > Component Information > Locations > LF LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Door/Trunk Ajar Indicator/Lamp > Component Information > Locations > LF > Page 11259 RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Door/Trunk Ajar Indicator/Lamp > Component Information > Locations > LF > Page 11260 LR Door (RR Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Door/Trunk Ajar Indicator/Lamp > Component Information > Locations > Page 11261 Door/Trunk Ajar Indicator/Lamp: Diagrams LF Door Ajar Switch LH Rear Lamp Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Door/Trunk Ajar Indicator/Lamp > Component Information > Locations > Page 11262 RF Door Ajar Switch RR Door Ajar Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Door/Trunk Ajar Indicator/Lamp > Component Information > Locations > Page 11263 Door/Trunk Ajar Indicator/Lamp: Description and Operation This is a distributed function. The Door Ajar indicator (red) will indicate to the driver that one or more of the vehicle doors are open when the Ignition Switch is turned to the RUN position. This will also cause a chime. The Door Ajar indicator and chime will be turned OFF when all doors are closed. The Body Function Controller (BFC) will read the status of all door inputs, determine the indicator control and then send the control state to the Instrument Cluster in a Serial Peripheral Interface (SPI) message. The Instrument Cluster will read the Door Ajar indicator control bit in the Serial Peripheral Interface (SPI) message and control the indicator directly. In the event of a loss of the Serial Peripheral Interface (SPI) interface with the Body Function Controller (BFC), the Instrument Cluster will turn the Door Ajar indicator OFF. In the event of an Serial Peripheral Interface (SPI) data link failure, the Door Ajar indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge > Component Information > Technical Service Bulletins > Customer Interest: > 73-83-15 > Apr > 97 > Instruments - Fuel Gauge Responds Slowly After Fueling Fuel Gauge: Customer Interest Instruments - Fuel Gauge Responds Slowly After Fueling File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-83-15 Date: April, 1997 INFORMATION Subject: Fuel Gauge Responds Slowly After Fueling Models: 1996-97 Passenger Cars and Trucks (Except Geo) Some owners may comment that the fuel gage reading responds very slowly after fueling the vehicle. The needle may take up to 8 minutes before reaching the "FULL" mark. Most 1997 vehicles, and some 1996, contain a damping function in the fuel gauge circuit. This allows the gauge to respond slowly to changes in tank level, preventing the large needle swings when the vehicle is driven around comers or during acceleration/deceleration. This is called an "anti-slosh" function. The anti-slosh function does not operate immediately after the ignition is first turned on. Therefore, the above condition will only occur if the ignition is left on during fueling. The owner can get the correct reading immediately by turning the ignition key off, then on. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel Gauge: > 03-08-49-015 > Oct > 03 > Instruments Fuel Gauge Needle Reset Procedure Fuel Gauge: All Technical Service Bulletins Instruments - Fuel Gauge Needle Reset Procedure Bulletin No.: 03-08-49-015 Date: October 07, 2003 INFORMATION Subject: Fuel Gauge Needle Reset Procedure After Battery Disconnect/Replacement with Key in "ON" Position Models: 1997-1999 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass After a battery disconnect or replacement, the fuel gauge may peg past the "full" mark if the disconnect/replacement occurred while the ignition key was in the "ON" position. If the key is left in the "ON" position when the battery is reconnected, the voltage surge may cause the fuel gauge needle to swing past the full mark all the way around below the empty mark. To return the fuel gauge needle back into position, follow the procedure below. Note: When repositioning the fuel gauge needle back into position, use extreme caution not to damage the cluster or cluster lens. The cluster lens is not serviceable and the cluster would have to be sent out for exchange/repair if damaged. Important: ^ The above listed vehicles are equipped with an air core fuel gauge. DO NOT attempt this procedure on a vehicle with a stepper motor fuel gauge. ^ Make sure the key is in the "OFF" position. ^ Rotate the fuel gauge needle in the COUNTERCLOCKWISE/LEFT direction ONLY. 1. Bend a large paper clip and go through the Trip Reset Button Hole in the cluster lens and rotate the fuel gauge needle counterclockwise/left direction so that the needle is between the fuel and empty position. 2. Remove the paper clip. 3. Turn the key to the "ON" position and observe the fuel gauge for proper operation. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel Gauge: > 73-83-15 > Apr > 97 > Instruments - Fuel Gauge Responds Slowly After Fueling Fuel Gauge: All Technical Service Bulletins Instruments - Fuel Gauge Responds Slowly After Fueling File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-83-15 Date: April, 1997 INFORMATION Subject: Fuel Gauge Responds Slowly After Fueling Models: 1996-97 Passenger Cars and Trucks (Except Geo) Some owners may comment that the fuel gage reading responds very slowly after fueling the vehicle. The needle may take up to 8 minutes before reaching the "FULL" mark. Most 1997 vehicles, and some 1996, contain a damping function in the fuel gauge circuit. This allows the gauge to respond slowly to changes in tank level, preventing the large needle swings when the vehicle is driven around comers or during acceleration/deceleration. This is called an "anti-slosh" function. The anti-slosh function does not operate immediately after the ignition is first turned on. Therefore, the above condition will only occur if the ignition is left on during fueling. The owner can get the correct reading immediately by turning the ignition key off, then on. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel Gauge: > 03-08-49-015 > Oct > 03 > Instruments - Fuel Gauge Needle Reset Procedure Fuel Gauge: All Technical Service Bulletins Instruments - Fuel Gauge Needle Reset Procedure Bulletin No.: 03-08-49-015 Date: October 07, 2003 INFORMATION Subject: Fuel Gauge Needle Reset Procedure After Battery Disconnect/Replacement with Key in "ON" Position Models: 1997-1999 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass After a battery disconnect or replacement, the fuel gauge may peg past the "full" mark if the disconnect/replacement occurred while the ignition key was in the "ON" position. If the key is left in the "ON" position when the battery is reconnected, the voltage surge may cause the fuel gauge needle to swing past the full mark all the way around below the empty mark. To return the fuel gauge needle back into position, follow the procedure below. Note: When repositioning the fuel gauge needle back into position, use extreme caution not to damage the cluster or cluster lens. The cluster lens is not serviceable and the cluster would have to be sent out for exchange/repair if damaged. Important: ^ The above listed vehicles are equipped with an air core fuel gauge. DO NOT attempt this procedure on a vehicle with a stepper motor fuel gauge. ^ Make sure the key is in the "OFF" position. ^ Rotate the fuel gauge needle in the COUNTERCLOCKWISE/LEFT direction ONLY. 1. Bend a large paper clip and go through the Trip Reset Button Hole in the cluster lens and rotate the fuel gauge needle counterclockwise/left direction so that the needle is between the fuel and empty position. 2. Remove the paper clip. 3. Turn the key to the "ON" position and observe the fuel gauge for proper operation. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge > Component Information > Description and Operation > Fuel Sender Fuel Gauge: Description and Operation Fuel Sender The Body Function Controller (BFC) reads the Fuel Level Sensor value in ohms, filters it to prevent fuel gage slosh, and sends fuel level information (in counts) to the Instrument Cluster via the Serial Peripheral Interface (SPI) data. The Instrument Cluster then drives the Fuel Gage Pointer. The Fuel Sender ohm value to the fuel gage (pointer) position ratio is as follows: Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge > Component Information > Description and Operation > Fuel Sender > Page 11288 Fuel Gauge: Description and Operation Fuel Gage Position This data indicates what message is being sent from the Body Function Controller (BFC) to the Instrument Cluster to control Fuel Gage Pointer position. The Body Function Controller (BFC) reads the Fuel Level Sensor value in ohms, filters it to prevent fuel gage slosh, and sends fuel level information on the Serial Peripheral Interface (SPI) data line in counts to the Instrument Cluster. The cluster then drives the fuel gage pointer. The fuel gage Serial Peripheral Interface (SPI) count value to fuel gage (pointer) position ratio is as follows: The Body Function Controller (BFC) also transmits Class 2 serial data fuel messages to the Powertrain Control Module (PCM) for OBDII purposes and receives a Class 2 serial data message from the Powertrain Control Module (PCM) for PRNDL status. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure Fuel Gauge Sender: Technical Service Bulletins Fuel Level Sensor - Replacement Procedure File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-07 Date: March, 1998 Subject: Fuel Level Sensor Replacement Procedure Models: 1997-98 Passenger Cars and Light Duty Trucks (Listed in Application Chart) INFORMATION This bulletin is being issued to clarify that, when fuel gauge diagnosis per the Service Manual indicates the cause to be the fuel level sensor, complete fuel sender assembly replacement is NOT required. Available fuel level sensor service packages are indicated in the application charts and should be installed following applicable Service Manual procedures and those provided in the service packages. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11293 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11294 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11295 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11296 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11297 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11298 Parts Information See the charts for listed for applicable part numbers. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the tables. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Page 11299 Fuel Gauge Sender: Description and Operation The Body Function Controller (BFC) calculates fuel level and sends a serial data message to the Instrument Cluster indicating fuel level. The fuel level is calculated as a ratiometric reading between the Fuel Level Sensor and an Ignition 0 reference voltage. By using this method, changes in system voltage will have no effect on fuel level. The Body Function Controller (BFC) sends changes in fuel level information to the Instrument Cluster over the Serial Peripheral Interface (SPI) serial data bus. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming Air Bag(s) Arming and Disarming: Service and Repair Air Bag Disarming and Arming Disabling the SIR System Description Description REMOVE OR DISCONNECT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 11305 ^ Turn the steering wheel to the straight ahead position. ^ Remove the key from the ignition switch. 1. The AIR BAG fuse from the I/P fuse block. 2. The I/P insulator left side. 3. The Connector Position Assurance (CPA) and the driver yellow 2-way connector located at the base of the steering column. 4. The I/P compartment door. 5. The Connector Position Assurance (CPA) and the passenger yellow 2-way connector located behind the I/P compartment door. IMPORTANT With the AIR BAG fuse removed and the ignition switch in the RUN position, the AIR BAG warning lamp Illuminates. This is normal operation and does not indicate a SIR system malfunction. Enabling the SIR System Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 11306 Description INSTALL OR CONNECT ^ Remove the key from the ignition switch. 1. Passenger yellow 2-way connector and the CPA located behind the Instrument panel compartment. 2. Instrument panel compartment. Refer to instrument panel compartment in Instrument Panel, Gauges and Console. 3. Driver yellow 2-way connector and the CPA located at the base of the steering column. 4. Instrument Cluster insulator (left side). Refer to instrument panel in Instrument Panel, Gauges and Console. 5. The AIR BAG Fuse to the LH I/P Bussed Electrical Center (LH I/P BEC). Refer to Power Distribution in Diagrams. ^ Staying well away from both air bags, turn the ignition switch to the RUN position. Verify that the AIR BAG warning lamp flashes seven times and then stays off. If the AIR BAG warning lamp does not operate as described, perform the SIR DIAGNOSTIC SYSTEM CHECK. See: Restraint Systems/Air Bag Systems/Testing and Inspection Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Air Bag(s) Arming and Disarming > System Information > Service and Repair > Air Bag Disarming and Arming > Page 11307 Air Bag(s) Arming and Disarming: Service and Repair General Service Precautions CAUTION: When you are performing service on or near the SIR components or the SIR wiring, you must disable the SIR system. Use the following procedure to temporarily disable the I/P system. Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. The inflatable restraint sensing and diagnostic module maintains a reserve energy supply. When the vehicle power is insufficient to cause deployment of the air bags, the reserve energy supply provides the deployment power. Deployment power is available for as much as 10 minutes after disconnecting the vehicle power by any of the following methods: ^ You turn off the ignition switch. ^ You remove the fuse that provides power to the inflatable restraint sensing and diagnostic module. ^ You disconnect the vehicle battery from the vehicle electrical system. Disabling the SIR System prevents deploying of the air bags from the reserve energy supply power. Refer to Disabling the SIR System. See: Air Bag Disarming and Arming/Disabling the SIR System Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Instrument Panel Bulb > Component Information > Service and Repair Instrument Panel Bulb: Service and Repair Description To change any instrument panel bulb, use the following procedure: Remove or Disconnect 1. Instrument Panel Cluster. 2. Twist bulb/socket assembly counterclockwise to remove. Install or Connect 1. Bulb into socket and socket into cluster, turn clockwise to tighten. 2. Cluster into instrument panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Low Fuel Lamp/Indicator > Component Information > Description and Operation Low Fuel Lamp/Indicator: Description and Operation This is a distributed function between the Body Function Controller (BFC) and the Instrument Cluster. The Low Fuel indicator (amber) will be turned ON to indicate to the driver that the fuel level has dropped to a calibrated point below 1/16 of a tank. The indicator is turned OFF when the fuel level rises back above 1/4 of a tank. The fuel level is determined from the Fuel Level Sense and Display function and is then used in this function. The Body Function Controller (BFC) will determine the indicator control and then send the control state to the Instrument Cluster in the Serial Peripheral Interface (SPI) serial data message. The instrument Cluster will read the Low Fuel indicator control state in the Serial Peripheral Interface (SPI) message and control the indicator directly. In the event of an Serial Peripheral Interface (SPI) data link failure, the Low Coolant indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Maintenance Required Lamp/Indicator > Component Information > Description and Operation Maintenance Required Lamp/Indicator: Description and Operation The SERVICE VEHICLE SOON indicator (amber) is an alert to the driver. The indicator will also turn on whenever there are specific current codes stored in the Body Function Controller (BFC), or in the event of a loss of Serial Peripheral Interface (SPI) data from the Body Function Controller (BFC) to the Instrument Cluster. Until the Body Function Controller (BFC) has been programmed; the Body Function Controller (BFC) will keep this indicator ON. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Maintenance Required Lamp/Indicator > Component Information > Description and Operation > Page 11317 Maintenance Required Lamp/Indicator: Service and Repair Service Vehicle Soon Indicator If this light is on, it indicates a problem in one of the electronically monitored systems such as Heating and Air Conditioning or Cruise Control. This light does NOT come on at certain milleage intervals. There is probably a Body Control Module (Body Function Controller) Code or non-Emission related Powertrain Code set that will aid you in diagnosis. The only way to get the light to go off is to clear the BCM (BFC)/PCM code(s). This light can NOT be reset or shut off any other way. Codes should be read & repaired before clearing them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Oil Level Warning Indicator > Component Information > Description and Operation Oil Level Warning Indicator: Description and Operation The Check Oil indicator (amber) will be illuminated when the Powertrain Control Module (PCM) reads the Oil Level Switch and transmits a Class 2 message to the Body Function Controller (BFC) indicating there is a Low Oil Level Condition. The Body Function Controller (BFC) will then command the Check Oil indicator ON over the Serial Peripheral Interface (SPI) interface to the Instrument Cluster. If the Low Oil Level option is false all Class 2 activity on the part of the Body Function Controller (BFC) will stop. The Body Function Controller (BFC) will not send out any request for the Low Oil Level condition command and will not issue a Low Oil Level condition report. In the event of a loss of Body Function Controller (BFC) or Powertrain Control Module (PCM) Class 2 serial data the Check Oil indicator will not illuminate unless the indicator was illuminated when the event occurred. In the event of an Serial Peripheral interface (SPI) data link failure, the Check Oil indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Oil Pressure Warning Lamp/Indicator > Component Information > Description and Operation Oil Pressure Warning Lamp/Indicator: Description and Operation The Oil Pressure indicator (red) will be illuminated when the Powertrain Control Module (PCM) transmits a Class 2 message to the Body Function Controller (BFC) indicating there is a Low Oil Pressure condition. The Body Function Controller (BFC) will then command the Oil Pressure indicator ON over the Serial Peripheral Interface (SPI) interface to the Instrument Cluster. In the event of a loss of Class 2 serial data the Oil Pressure indicator will not illuminate unless the indicator was illuminated when the event occurred. That is the indicator will remain in its current state for the ignition cycle when the loss occurred. In the event of an Serial Peripheral Interface (SPI) data link failure the Oil Pressure indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Seat Belt Reminder Lamp > Component Information > Description and Operation Seat Belt Reminder Lamp: Description and Operation The Seat Belt indicator (red) will indicate to the driver that the Seat Belt Switch is active upon Ignition 1 transitioning from inactive to active or at any time while Ignition 1 is active and the Seat Belt input should transition from inactive to active. Upon either transition, the Seat Belt indicator will illuminate steady for 20 seconds and then flash at 1 Hz for 55 seconds. At the end of the 75 seconds or if at any time the Seat Belt input becomes inactive or Ignition 1 becomes inactive the indicator will be OFF. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Technical Service Bulletins > IP Dimmer Control - Proper Setting Dimmer Switch: Technical Service Bulletins IP Dimmer Control - Proper Setting File In Section: 08 - Body and Accessories Bulletin No.: 99-08-42-009 Date: November, 1999 INFORMATION Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and Electronic PRNDL Display Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for example, when a vehicle is backed out of a dark garage into the bright sunlight). This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Locations > Lamp Dimmer Module Rear Of Engine Compartment, Front Of Dash Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Locations > Lamp Dimmer Module > Page 11334 LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Locations > Page 11335 Dimmer Switch: Diagrams Lamp Dimmer Module Panel Dimmer Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Locations > Page 11336 Dimmer Switch: Service and Repair Description Remove or Disconnect 1. Disable SIR system. 2. Left sound insulator. 3. Electrical connector. 4. Screws to dimmer module. Install or Connect 1. Screws to dimmer module. 2. Electrical connector. 3. Left sound insulator. 4. Enable SIR system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure Fuel Gauge Sender: Technical Service Bulletins Fuel Level Sensor - Replacement Procedure File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-83-07 Date: March, 1998 Subject: Fuel Level Sensor Replacement Procedure Models: 1997-98 Passenger Cars and Light Duty Trucks (Listed in Application Chart) INFORMATION This bulletin is being issued to clarify that, when fuel gauge diagnosis per the Service Manual indicates the cause to be the fuel level sensor, complete fuel sender assembly replacement is NOT required. Available fuel level sensor service packages are indicated in the application charts and should be installed following applicable Service Manual procedures and those provided in the service packages. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11341 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11342 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11343 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11344 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11345 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Fuel Level Sensor - Replacement Procedure > Page 11346 Parts Information See the charts for listed for applicable part numbers. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the tables. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Technical Service Bulletins > Page 11347 Fuel Gauge Sender: Description and Operation The Body Function Controller (BFC) calculates fuel level and sends a serial data message to the Instrument Cluster indicating fuel level. The fuel level is calculated as a ratiometric reading between the Fuel Level Sensor and an Ignition 0 reference voltage. By using this method, changes in system voltage will have no effect on fuel level. The Body Function Controller (BFC) sends changes in fuel level information to the Instrument Cluster over the Serial Peripheral Interface (SPI) serial data bus. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Shift Indicator > Component Information > Diagrams Transaxle Indicator Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information Speedometer Head: Technical Service Bulletins Instruments - Speedometer Accuracy Information INFORMATION Bulletin No.: 08-08-49-011B Date: September 05, 2008 Subject: Information On Speedometer Accuracy Models: 1997-1999 GM Passenger Cars And Trucks 2004-2009 Cadillac XLR 2005-2009 Chevrolet Corvette 2007-2009 GMC Acadia Supercede: This bulletin is being revised to add the GMC Acadia. Please discard Corporate Bulletin Number 08-08-49-011A (Section 08 - Body and Accessories). The speedometer used on most GM vehicles are of the Air-Core design. This is a moving needle operated by a magnetic coil. Because there is no direct mechanical linkage, there is some variation in accuracy that cannot be eliminated. Digital readout devices, such as some speedometer displays and Head-Up Displays (HUD), are direct readouts of the Vehicle Speed Sensor (VSS) and their accuracy is much greater. Tire size, tread life and inflation may cause some variation in the readings. In addition, the Tech 2(R) reads the VSS directly and is quite accurate. Questions on speedometer accuracy can usually be resolved by comparing the speedometer reading to the Tech 2 while driving. The table shown above lists allowable speedometer variations. Any Air-Core speedometer that reads within these limits should not be returned for service. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11355 Speedometer Head: Technical Service Bulletins Instruments - New Diagnostic Tables For VSS Circuits File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-32 Date: May, 1997 SERVICE MANUAL UPDATE Subject: Section 8A - Electrical Diagnosis - New Diagnostic Tables for Vehicle Speed Sensor Signal Circuit Models: 1996-97 Buick Skylark 1996 Chevrolet Beretta, Corsica 1996-97 Chevrolet Cavalier 1997 Chevrolet Malibu 1996-97 Oldsmobile Achieva 1997 Oldsmobile Cutlass 1996-97 Pontiac Grand Am, Sunfire This bulletin is being issued to add new diagnostic tables to Section 8A of the Service Manual. The tables included describe the diagnostic procedures for the diagnosis of the Vehicle Speed Sensor signal circuit from the Powertrain Control Module (PCM) to auxiliary devices. Please insert the included diagnostic tables into the Electrical Diagnosis Instrument Cluster section (Cell 80 J/L/N cars; Cell 81 L/N cars) of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11356 8A - 1 - 1 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11357 8A - 1 - 2 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11358 8A - 1 - 3 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11359 8A - 1 - 4 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11360 8A - 1 - 5 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11361 8A - 1 - 6 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11362 8A - 1 - 7 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11363 8A - 1 - 8 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11364 8A - 1 - 9 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11365 8A - 1 - 10 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11366 8A - 1 - 11 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11367 8A - 1 - 12 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11368 8A - 1 - 13 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11369 8A - 1 - 14 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11370 8A - 1 - 15 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11371 8A - 1 - 16 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11372 8A - 1 - 17 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11373 8A - 1 - 18 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11374 8A - 1 - 19 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11375 8A - 1 - 20 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11376 8A - 1 - 21 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11377 8A - 1 - 22 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11378 8A - 1 - 23 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11379 8A - 1 - 24 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11380 8A - 1 - 25 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11381 8A - 1 - 26 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11382 8A - 1 - 27 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Instruments - Speedometer Accuracy Information > Page 11383 8A - 1 - 28 ELECTRICAL DIAGNOSIS Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Gauge > Component Information > Description and Operation Temperature Gauge: Description and Operation This function controls the Engine Coolant Temperature Gauge and the High Temperature indicator (red). The Powertrain Control Module (PCM) reads the Engine Coolant Temperature Sensor and sends the information to the Body Function Controller (BFC) via Class 2 serial data link. The Body Function Controller (BFC) converts the Powertrain Control Module (PCM) data into gauge data for the Instrument Cluster sent via Serial Peripheral Interface (SPI) serial data link. The Body Function Controller (BFC) also sends the High Temperature indicator ON/OFF request to the Instrument Cluster via the Serial Peripheral Interface (SPI) serial data link. The Instrument Cluster receives the Engine Coolant Temperature Sensor information via Serial Peripheral Interface (SPI) serial data link and converts it into a Temperature Gauge pointer position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Transmission Shift Position Indicator Lamp > Component Information > Technical Service Bulletins > Instruments - Reduced PRNDL Display Visibility Transmission Shift Position Indicator Lamp: Technical Service Bulletins Instruments - Reduced PRNDL Display Visibility Bulletin No.: 02-08-42-004A Date: March 30, 2007 INFORMATION Subject: PRNDL Display Reduced Visibility For Approximately One Minute Models: 2007 and Prior Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X with Automatic Headlamp Control and Vacuum Fluorescent PRNDL Indicator Instrument Panel Cluster Supercede: This bulletin is being revised to include additional models and model years. Please discard Corporate Bulletin Number 02-08-42-0004 (Section 08 - Body and Accessories). After backing the vehicle out of a garage or dark environment into a daylight environment, the PRNDL display has reduced visibility for approximately one minute. While the vehicle is parked in a dark environment, the sensor for the automatic headlamp/driving lamps senses that it is dark. When the key is turned to the run/start position, the automatic headlamp module will turn all driving lamps, the instrument panel cluster and PRNDL display ON in the night-time mode. The night-time mode intensity of the instrument panel lamps and PRNDL display is controlled by the automatic headlamp module and can be dimmed further by the customer using the dimming control of the headlamp switch. When the customer then moves the vehicle from the dark environment into the bright sunlight, it will take approximately one minute before the headlamp control module recognizes this as true daylight and not just a bright overhead street lamp shining on the sensor. The headlamp control module will then turn the headlamps off and restore the instrument panel and PRNDL display to full brilliance. Without the time delay, the automatic headlamp control module would switch to the night mode (turn on all driving lamps, instrument panel lamps and PRNDL display would dim) each time the vehicle was driven under an overpass or other darkened environment. This is a normal condition and no repair should be attempted. Ensure the instrument panel backlighting control is in the full bright position. This will help alleviate the condition. You may demonstrate to the customer what happens by placing a repair order over the automatic headlamp control light sensor, which will cause the automatic headlamp control module to switch to the night mode in approximately one minute. All driving lamps will come ON, the instrument panel backlight will be dim, and the PRNDL display will also dim to the night setting in conjunction with the position of the headlamp switch dimming control. Demonstrate to the customer the variance in the instrument panel backlighting and PRNDL display while adjusting the headlamp switch dimming control to both ends of its allowable range. Advise the customer to keep the headlight switch dimming control in the highest position to allow viewing of the PRNDL display in a bright environment. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Transmission Shift Position Indicator Lamp > Component Information > Technical Service Bulletins > Page 11391 Transmission Shift Position Indicator Lamp: Description and Operation The Powertrain Control Module (PCM) reads the Transaxle Range Switch and transmits the selected gear position over Class 2. The Body Function Controller (BFC) retransmits this information to the Instrument Cluster via the Serial Peripheral Interface (SPI) data link. The Instrument Cluster must turn on the correct indicator and perform a scrolling function. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Ambient Light Sensor > Component Information > Locations Top Of Dash Trim Pad Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Ambient Light Sensor > Component Information > Locations > Page 11396 Ambient Light Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Backup Lamp > Backup Light Bulb > Component Information > Service and Repair Backup Light Bulb: Service and Repair Description Description Remove or Disconnect 1. Taillamp. 2. Electrical connector. 3. Bulb from socket. Install or Connect 1. Bulb. 2. Electrical connector. 3. Taillamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > Customer Interest: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside Brake Lamp: Customer Interest Lighting - Stop/Tail Lamps Inoperative/Water Inside Bulletin No.: 00-08-42-007C Date: August 24, 2004 TECHNICAL Subject: Stop/Tail Lamp(s) Inoperative or Intermittent and/or Water in Lamp (Replace Circuit Board/Gasket and/or Lamp Assembly) Models: 1997-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 1999-2005 Pontiac Grand Am Supercede: This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 00-08-42-007B (Section 08 - Body and Accessories). Condition Some customers may comment that a stop and/or tail lamp may not work correctly, or that the tail lamp has water in it. Cause This condition may be caused by the circuit board and/or gasket. Correction Remove the lamp assembly from the vehicle. Use the information below to diagnose and repair the lamp assembly. 1. If the base of the stop/tail lamp bulb is distorted, replace only the circuit board and gasket, as well as the bulb. 2. If the lamp leaks (has water in it, as opposed to condensation) but the reflective surfaces inside the lamp are not discolored, replace the circuit board and gasket. 3. Replace the lamp assembly only if the following condition(s) exist: ^ The lamp is discolored internally. ^ The lens is cracked. ^ A locking tab is broken. ^ The reflective surface is discolored. 4. After replacing the circuit board, ensure that all locking tabs are securely fastened to the circuit board. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > Customer Interest: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 11409 Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > Customer Interest: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 11410 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement Brake Lamp: All Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement > Page 11416 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Lamp: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside Brake Lamp: All Technical Service Bulletins Lighting - Stop/Tail Lamps Inoperative/Water Inside Bulletin No.: 00-08-42-007C Date: August 24, 2004 TECHNICAL Subject: Stop/Tail Lamp(s) Inoperative or Intermittent and/or Water in Lamp (Replace Circuit Board/Gasket and/or Lamp Assembly) Models: 1997-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 1999-2005 Pontiac Grand Am Supercede: This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 00-08-42-007B (Section 08 - Body and Accessories). Condition Some customers may comment that a stop and/or tail lamp may not work correctly, or that the tail lamp has water in it. Cause This condition may be caused by the circuit board and/or gasket. Correction Remove the lamp assembly from the vehicle. Use the information below to diagnose and repair the lamp assembly. 1. If the base of the stop/tail lamp bulb is distorted, replace only the circuit board and gasket, as well as the bulb. 2. If the lamp leaks (has water in it, as opposed to condensation) but the reflective surfaces inside the lamp are not discolored, replace the circuit board and gasket. 3. Replace the lamp assembly only if the following condition(s) exist: ^ The lamp is discolored internally. ^ The lens is cracked. ^ A locking tab is broken. ^ The reflective surface is discolored. 4. After replacing the circuit board, ensure that all locking tabs are securely fastened to the circuit board. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Lamp: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 11421 Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Lamp: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 11422 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement Brake Lamp: All Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > All Other Service Bulletins for Brake Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement > Page 11428 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > Page 11429 RH Side Of Engine Compartment, Rear Package Shelf Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Diagrams > C1 High Mounted Stoplamp Assembly: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Diagrams > C1 > Page 11432 High Mounted Stoplamp Assembly: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Diagrams > Page 11433 Brake Lamp: Service and Repair Description Description Remove or Disconnect 1. Taillamp. 2. Electrical connector. 3. Bulb from socket. Install or Connect 1. Bulb. 2. Electrical connector. 3. Taillamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Light Switch > Component Information > Locations Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 11437 Brake Light Switch: Diagrams Brake Switch: C1 Brake Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 11438 Brake Light Switch: Service and Repair Stop Indicator Switch REMOVE OR DISCONNECT 1. Passenger side sound insulator. 2. Electrical connection from brake switch. 3. Brake switch from retainer by turning counter clockwise 45°, then pulling toward rear of vehicle. INSTALL OR CONNECT 1. Insert stop indicator switch into retainer until switch bottoms out against brake pedal and switch actuator is fully depressed. 2. Snap brake switch into retainer by turning clockwise 45° until a click is heard. 3. Electrical connection to brake switch. 4. Passenger side sound insulator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Courtesy Lamp > Ash Tray Lamp > Component Information > Locations Top RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Courtesy Lamp > Ash Tray Lamp > Component Information > Locations > Page 11443 Astray Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Courtesy Lamp > Glove Box Lamp > Component Information > Locations Top RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Courtesy Lamp > Glove Box Lamp > Component Information > Locations > Page 11447 Glove Box Lamp/Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Courtesy Lamp > Glove Box Lamp Switch > Component Information > Locations Top RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Courtesy Lamp > Glove Box Lamp Switch > Component Information > Locations > Page 11451 Glove Box Lamp/Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Daytime Running Lamp > Daytime Running Lamp Resistor > Component Information > Locations Rear Of Front Impact Bar Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Daytime Running Lamp > Daytime Running Lamp Resistor > Component Information > Locations > Page 11456 DRL Resister Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Dimmer Switch > Component Information > Technical Service Bulletins > IP Dimmer Control - Proper Setting Dimmer Switch: Technical Service Bulletins IP Dimmer Control - Proper Setting File In Section: 08 - Body and Accessories Bulletin No.: 99-08-42-009 Date: November, 1999 INFORMATION Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and Electronic PRNDL Display Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for example, when a vehicle is backed out of a dark garage into the bright sunlight). This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Dimmer Switch > Component Information > Locations > Lamp Dimmer Module Rear Of Engine Compartment, Front Of Dash Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Dimmer Switch > Component Information > Locations > Lamp Dimmer Module > Page 11463 LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Dimmer Switch > Component Information > Locations > Page 11464 Dimmer Switch: Diagrams Lamp Dimmer Module Panel Dimmer Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Dimmer Switch > Component Information > Locations > Page 11465 Dimmer Switch: Service and Repair Description Remove or Disconnect 1. Disable SIR system. 2. Left sound insulator. 3. Electrical connector. 4. Screws to dimmer module. Install or Connect 1. Screws to dimmer module. 2. Electrical connector. 3. Left sound insulator. 4. Enable SIR system. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Dome Lamp > Component Information > Locations > Component Locations Headliner Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Dome Lamp > Component Information > Locations > Component Locations > Page 11470 Headliner Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Dome Lamp > Component Information > Locations > Page 11471 Dome Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Exterior Lighting Module > Component Information > Description and Operation Exterior Lighting Module: Description and Operation The Body Function Controller (BFC) controls exterior lighting which includes the following: ^ Low Beams and Parklamps ^ High Beams ^ Daytime Running Lights ^ Park Lamps ^ Foglamps Daytime Running Lights (DRL) operate the low beam Headlamps at a reduced intensity when the vehicle is not in park, the Park Brake is not set and the normal Headlamps are not ON. Automatic Lighting Control turns on the Parklamps and the Headlamps when an Ambient Light sensor detects a low ambient light level. The system assures that the Headlamps/Parklamps are ON if the driver is operating the vehicle after dark. When Automatic Lighting Control is active, the Headlamp Dimmer Switch determines whether High or Low Beams are selected. If the Ignition Switch is turned to the RUN position in a low ambient light level area, Automatic Lighting Control becomes active immediately, otherwise 20 seconds must elapse before the Automatic Lighting Control is activated. If the Park Brake is set when the Ignition Switch is turned to RUN, the Automatic Lighting Control will be disabled until the Park Brake is released. If the Automatic Lighting Control is active and a high ambient light level is detected, 20 seconds must elapse before the Automatic Lighting Control is turned OFF. The Headlamps are disabled during engine crank. The Foglamp control system will activate the Foglamp Relay when the Foglamp option is set, the Ignition Switch is in the RUN position, the Parklamps are active, the High Beam Headlamps are OFF and the Foglamp Switch is ON. High Beams ON and the Parklamps ON are used to disable the Foglamp relay output as required. The Backup lamps are the only exterior lamps that are not controlled by the Body Function Controller (BFC). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Fog/Driving Lamp > Fog/Driving Lamp Switch > Component Information > Locations LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Fog/Driving Lamp > Fog/Driving Lamp Switch > Component Information > Locations > Page 11479 Fog Lamp Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Fog/Driving Lamp > Fog/Driving Lamp Switch > Component Information > Locations > Page 11480 Fog/Driving Lamp Switch: Description and Operation The fog lamp switch is located in the dimmer switch assembly. To turn on the fog lamps the ignition switch must he in the RUN position and the fog lamp switch must be in the ON position, and the high beams off. When the fog lamps are turned on (head and park lamps off) the front and rear marker lamps, park lamps, taillamps, license lamp and instrument panel lamps must also be on. When the high beam head lamps are selected, the fog lamps are turned off. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Hazard Warning Lamps > Hazard Warning Switch > Component Information > Diagrams Hazard Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Hazard Warning Lamps > Hazard Warning Switch > Component Information > Diagrams > Page 11485 Hazard Warning Switch: Service and Repair Description Description Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. 3. Cluster trim. 4. Unsnap hazard warning switch assembly from cluster trim with a blunt tool. 5. Electrical connector. Install or Connect 1. Electrical connectors 2. Switch into cluster trim plate. 3. Cluster trim. 4. Enable SIR system. 5. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Lens > Component Information > Technical Service Bulletins > Lighting - Headlamp Polycarbonate Lens Damage Prevention Headlamp Lens: Technical Service Bulletins Lighting - Headlamp Polycarbonate Lens Damage Prevention INFORMATION Bulletin No.: 02-08-42-001D Date: June 21, 2010 Subject: Headlamp Lens Overheating When Covered and Chemical Damage to Exterior Polycarbonate Headlamp Lenses Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and to revise the warning statements. Please discard Corporate Bulletin Number 02-08-42-001C (Section 08 - Body and Accessories). The bulletin is being issued to make dealers and customers aware of chemical damage that may be caused to exterior polycarbonate headlamp lenses. Most late model vehicles have these types of headlamp lenses. This material is used because of its temperature and high impact resistance. A variety of chemicals can cause crazing or cracking of the headlamp lens. Headlamp lenses are very sensitive. Care should be exercised to avoid contact with all exterior headlamp lenses when treating a vehicle with any type of chemical, such as those recommended for rail dust removal. Rubbing compound, grease tar and oil removers, tire cleaners, cleaner waxes and even car wash soaps in too high a concentration may also attribute to this condition. This could result in the need to replace the entire headlamp housing. Warning Use only lukewarm or cold water, a soft cloth and a car washing soap to clean exterior lamps and lenses. Also, crazing or deformations of the lens may occur if a shop mat or fender cover is draped over the fender and covers a portion or all of the headlamp assembly while the DRL or headlamps are on. This action restricts the amount of heat dissipated by the headlamps. Warning Care should be taken to not cover headlamps with shop mats or fender covers if the vehicle is being serviced with the headlamps or DRL illuminated. Covering an illuminated lamp can cause excessive heat build up and crazing/deformation of the lens may occur. The degradation of the lens can be unnoticeable at first and eventually become hairline cracks in the lens. In extreme cases, it could cause the lens to deform. This damage can also be caused by aftermarket shields that are often tinted in color. Once a heat buildup is generated by the headlamp, a degradation of the headlamp lens begins. This degradation of the lens can be unnoticeable at first and eventually manifest as spider cracks. In more extreme cases, it will begin to melt the lens of the headlamp. Notice Headlamps damaged by chemicals, improper cleaning, or overheating due to being covered are not covered under the new vehicle warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams Headlamp Switch: Diagrams Turn/Headlamp Switch Assembly: C1 Turn/Headlamp Switch Assembly: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Hi-Beam Indicator Lamp > Component Information > Description and Operation Hi-Beam Indicator Lamp: Description and Operation The High Beam indicator (blue) is a distributed function between the Body Function Controller (BFC) and the Instrument Cluster. The Body Function Controller (BFC) reads the High Beam Bulb voltage, and divides by the system voltage to determine a percent value. This value is compared against a calibration to determine if the High Beams are ON. The Body Function Controller (BFC) then transmits the status of the High Beams to the Instrument Cluster via the Serial Peripheral Interface (SPI) serial data bus. The Instrument Cluster then commands the High Beam indicator accordingly. In the event of an Serial Peripheral Interface (SPI) data link failure, the High Beam indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Relay > Component Information > Locations Horn Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > License Plate Lamp > Component Information > Locations Rear Impact Bar Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > License Plate Lamp > Component Information > Locations > Page 11504 Rear License Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > License Plate Lamp > Component Information > Locations > Page 11505 License Plate Lamp: Service and Repair Description Remove or Disconnect 1. Bulb from socket by turning counter clockwise. Install or Connect 1. Bulb to socket by aligning tabs and turning clockwise. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Marker Lamp > Component Information > Locations Front Of Fascia Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Marker Lamp > Component Information > Locations > Page 11509 Marker Lamp: Diagrams RF Side Marker Lamp LF Marker Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Marker Lamp > Component Information > Locations > Page 11510 Marker Lamp: Service and Repair Description Remove or Disconnect 1. Screw from sidemarker lamp. 2. Sidemarker lamp from front fascia. 3. Socket from lamp assembly. Install or Connect 1. Socket to lamp assembly. 2. Sidemarker lamp to front fascia. 3. Screw to sidemarker lamp assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > Customer Interest: > 73-81-52 > Nov > 97 > Lights - Park Lamps Stay ON With Headlamp Switch OFF Parking Lamp: Customer Interest Lights - Park Lamps Stay ON With Headlamp Switch OFF File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-52 Date: November, 1997 Subject: Park Lamps Stay On with Headlamp Switch in "OFF" Position (Replace Multifunction Switch) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on one of the following: 1. The radio or cluster illumination dims with actuation of the turn signal lever. 2. The park lamps will not turn off. 3. The park lamps come on by themselves. 4. The battery goes dead. Cause The park lamp contact may not cross the switch gap, resulting in park lamps remaining on. Correction To verity this condition, the concern can usually be duplicated by turning the headlamp switch off very slowly with light pressure. Then, actuate the turn signal for a right turn and the park lamps may come on. If the concern can not be duplicated in this manner, a visual check can be done to see if the contact crosses the gap or stops on or near the gap. Looking at the back of the switch body, follow the park lamp circuit terminals 31 and 32 down to the switch grid. The park lamp contact can be seen through the gap between these two sections of the switch grid. If the contact dimple does not cross the gap but rests in the gap when the switch is turned to the "OFF" position, the described condition exists. If the condition exists, replace the multifunction switch, P/N 22602262. Refer to "Multifunction Switch" in the Service Manual. Parts Information The supplier implemented an improved sorting process in April, 1997 while tool modifications were being made. The date code is located on the top surface of the switch body lust above the headlamp connector. The supplier Z code (Z0191) is stamped on the part just above the date code. The date code begins with a "6" or "7" for the year followed by the Julian date which is followed by two additional digits indicating tester information. Date codes prior to 7093XX are suspect. P/N Description 22602262 Multifunction Switch Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time N2355 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Parking Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement Parking Lamp: All Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Parking Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement > Page 11524 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Parking Lamp: > 73-81-52 > Nov > 97 > Lights - Park Lamps Stay ON With Headlamp Switch OFF Parking Lamp: All Technical Service Bulletins Lights - Park Lamps Stay ON With Headlamp Switch OFF File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-52 Date: November, 1997 Subject: Park Lamps Stay On with Headlamp Switch in "OFF" Position (Replace Multifunction Switch) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on one of the following: 1. The radio or cluster illumination dims with actuation of the turn signal lever. 2. The park lamps will not turn off. 3. The park lamps come on by themselves. 4. The battery goes dead. Cause The park lamp contact may not cross the switch gap, resulting in park lamps remaining on. Correction To verity this condition, the concern can usually be duplicated by turning the headlamp switch off very slowly with light pressure. Then, actuate the turn signal for a right turn and the park lamps may come on. If the concern can not be duplicated in this manner, a visual check can be done to see if the contact crosses the gap or stops on or near the gap. Looking at the back of the switch body, follow the park lamp circuit terminals 31 and 32 down to the switch grid. The park lamp contact can be seen through the gap between these two sections of the switch grid. If the contact dimple does not cross the gap but rests in the gap when the switch is turned to the "OFF" position, the described condition exists. If the condition exists, replace the multifunction switch, P/N 22602262. Refer to "Multifunction Switch" in the Service Manual. Parts Information The supplier implemented an improved sorting process in April, 1997 while tool modifications were being made. The date code is located on the top surface of the switch body lust above the headlamp connector. The supplier Z code (Z0191) is stamped on the part just above the date code. The date code begins with a "6" or "7" for the year followed by the Julian date which is followed by two additional digits indicating tester information. Date codes prior to 7093XX are suspect. P/N Description 22602262 Multifunction Switch Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time N2355 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > All Other Service Bulletins for Parking Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement Parking Lamp: All Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > All Other Service Bulletins for Parking Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement > Page 11534 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > Page 11535 LH Side Of Passenger Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > Page 11536 Parking Lamp: Diagrams RF Park/Turn Lamp LF Park/Turn Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > Page 11537 Parking Lamp: Service and Repair Description Remove or Disconnect 1. Headlamp assembly. 2. Socket by depressing locking tab rotate socket counterclockwise. 3. Bulb from socket. Install or Connect 1. Bulb to socket. 2. Socket in lamp housing and turn clockwise. 3. Headlamp assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Exterior Lighting Module > Component Information > Description and Operation Exterior Lighting Module: Description and Operation The Body Function Controller (BFC) controls exterior lighting which includes the following: ^ Low Beams and Parklamps ^ High Beams ^ Daytime Running Lights ^ Park Lamps ^ Foglamps Daytime Running Lights (DRL) operate the low beam Headlamps at a reduced intensity when the vehicle is not in park, the Park Brake is not set and the normal Headlamps are not ON. Automatic Lighting Control turns on the Parklamps and the Headlamps when an Ambient Light sensor detects a low ambient light level. The system assures that the Headlamps/Parklamps are ON if the driver is operating the vehicle after dark. When Automatic Lighting Control is active, the Headlamp Dimmer Switch determines whether High or Low Beams are selected. If the Ignition Switch is turned to the RUN position in a low ambient light level area, Automatic Lighting Control becomes active immediately, otherwise 20 seconds must elapse before the Automatic Lighting Control is activated. If the Park Brake is set when the Ignition Switch is turned to RUN, the Automatic Lighting Control will be disabled until the Park Brake is released. If the Automatic Lighting Control is active and a high ambient light level is detected, 20 seconds must elapse before the Automatic Lighting Control is turned OFF. The Headlamps are disabled during engine crank. The Foglamp control system will activate the Foglamp Relay when the Foglamp option is set, the Ignition Switch is in the RUN position, the Parklamps are active, the High Beam Headlamps are OFF and the Foglamp Switch is ON. High Beams ON and the Parklamps ON are used to disable the Foglamp relay output as required. The Backup lamps are the only exterior lamps that are not controlled by the Body Function Controller (BFC). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Horn Relay > Component Information > Locations Horn Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Ambient Light Sensor > Component Information > Locations Top Of Dash Trim Pad Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Ambient Light Sensor > Component Information > Locations > Page 11549 Ambient Light Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations Below LH Side Of I/P, Near Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 11553 Brake Light Switch: Diagrams Brake Switch: C1 Brake Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 11554 Brake Light Switch: Service and Repair Stop Indicator Switch REMOVE OR DISCONNECT 1. Passenger side sound insulator. 2. Electrical connection from brake switch. 3. Brake switch from retainer by turning counter clockwise 45°, then pulling toward rear of vehicle. INSTALL OR CONNECT 1. Insert stop indicator switch into retainer until switch bottoms out against brake pedal and switch actuator is fully depressed. 2. Snap brake switch into retainer by turning clockwise 45° until a click is heard. 3. Electrical connection to brake switch. 4. Passenger side sound insulator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Combination Switch > Component Information > Technical Service Bulletins > Customer Interest for Combination Switch: > 73-81-52 > Nov > 97 > Lights - Park Lamps Stay ON With Headlamp Switch OFF Combination Switch: Customer Interest Lights - Park Lamps Stay ON With Headlamp Switch OFF File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-52 Date: November, 1997 Subject: Park Lamps Stay On with Headlamp Switch in "OFF" Position (Replace Multifunction Switch) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on one of the following: 1. The radio or cluster illumination dims with actuation of the turn signal lever. 2. The park lamps will not turn off. 3. The park lamps come on by themselves. 4. The battery goes dead. Cause The park lamp contact may not cross the switch gap, resulting in park lamps remaining on. Correction To verity this condition, the concern can usually be duplicated by turning the headlamp switch off very slowly with light pressure. Then, actuate the turn signal for a right turn and the park lamps may come on. If the concern can not be duplicated in this manner, a visual check can be done to see if the contact crosses the gap or stops on or near the gap. Looking at the back of the switch body, follow the park lamp circuit terminals 31 and 32 down to the switch grid. The park lamp contact can be seen through the gap between these two sections of the switch grid. If the contact dimple does not cross the gap but rests in the gap when the switch is turned to the "OFF" position, the described condition exists. If the condition exists, replace the multifunction switch, P/N 22602262. Refer to "Multifunction Switch" in the Service Manual. Parts Information The supplier implemented an improved sorting process in April, 1997 while tool modifications were being made. The date code is located on the top surface of the switch body lust above the headlamp connector. The supplier Z code (Z0191) is stamped on the part just above the date code. The date code begins with a "6" or "7" for the year followed by the Julian date which is followed by two additional digits indicating tester information. Date codes prior to 7093XX are suspect. P/N Description 22602262 Multifunction Switch Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time N2355 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Combination Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Combination Switch: > 73-81-52 > Nov > 97 > Lights - Park Lamps Stay ON With Headlamp Switch OFF Combination Switch: All Technical Service Bulletins Lights - Park Lamps Stay ON With Headlamp Switch OFF File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-52 Date: November, 1997 Subject: Park Lamps Stay On with Headlamp Switch in "OFF" Position (Replace Multifunction Switch) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on one of the following: 1. The radio or cluster illumination dims with actuation of the turn signal lever. 2. The park lamps will not turn off. 3. The park lamps come on by themselves. 4. The battery goes dead. Cause The park lamp contact may not cross the switch gap, resulting in park lamps remaining on. Correction To verity this condition, the concern can usually be duplicated by turning the headlamp switch off very slowly with light pressure. Then, actuate the turn signal for a right turn and the park lamps may come on. If the concern can not be duplicated in this manner, a visual check can be done to see if the contact crosses the gap or stops on or near the gap. Looking at the back of the switch body, follow the park lamp circuit terminals 31 and 32 down to the switch grid. The park lamp contact can be seen through the gap between these two sections of the switch grid. If the contact dimple does not cross the gap but rests in the gap when the switch is turned to the "OFF" position, the described condition exists. If the condition exists, replace the multifunction switch, P/N 22602262. Refer to "Multifunction Switch" in the Service Manual. Parts Information The supplier implemented an improved sorting process in April, 1997 while tool modifications were being made. The date code is located on the top surface of the switch body lust above the headlamp connector. The supplier Z code (Z0191) is stamped on the part just above the date code. The date code begins with a "6" or "7" for the year followed by the Julian date which is followed by two additional digits indicating tester information. Date codes prior to 7093XX are suspect. P/N Description 22602262 Multifunction Switch Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time N2355 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Fog/Driving Lamp Switch > Component Information > Locations LH I/P Bussed Electrical Center Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Fog/Driving Lamp Switch > Component Information > Locations > Page 11571 Fog Lamp Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Fog/Driving Lamp Switch > Component Information > Locations > Page 11572 Fog/Driving Lamp Switch: Description and Operation The fog lamp switch is located in the dimmer switch assembly. To turn on the fog lamps the ignition switch must he in the RUN position and the fog lamp switch must be in the ON position, and the high beams off. When the fog lamps are turned on (head and park lamps off) the front and rear marker lamps, park lamps, taillamps, license lamp and instrument panel lamps must also be on. When the high beam head lamps are selected, the fog lamps are turned off. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Glove Box Lamp Switch > Component Information > Locations Top RH Side Of I/P Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Glove Box Lamp Switch > Component Information > Locations > Page 11576 Glove Box Lamp/Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Diagrams Hazard Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Diagrams > Page 11580 Hazard Warning Switch: Service and Repair Description Description Remove or Disconnect 1. Negative battery cable. 2. Disable SIR system. 3. Cluster trim. 4. Unsnap hazard warning switch assembly from cluster trim with a blunt tool. 5. Electrical connector. Install or Connect 1. Electrical connectors 2. Switch into cluster trim plate. 3. Cluster trim. 4. Enable SIR system. 5. Negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams Headlamp Switch: Diagrams Turn/Headlamp Switch Assembly: C1 Turn/Headlamp Switch Assembly: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Turn Signal Switch > Component Information > Locations LH Side Of I/P, Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Turn Signal Switch > Component Information > Locations > Page 11587 Turn Signal Switch: Diagrams Turn/Headlamp Switch Assembly: C1 Turn/Headlamp Switch Assembly: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > Customer Interest: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside Tail Lamp: Customer Interest Lighting - Stop/Tail Lamps Inoperative/Water Inside Bulletin No.: 00-08-42-007C Date: August 24, 2004 TECHNICAL Subject: Stop/Tail Lamp(s) Inoperative or Intermittent and/or Water in Lamp (Replace Circuit Board/Gasket and/or Lamp Assembly) Models: 1997-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 1999-2005 Pontiac Grand Am Supercede: This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 00-08-42-007B (Section 08 - Body and Accessories). Condition Some customers may comment that a stop and/or tail lamp may not work correctly, or that the tail lamp has water in it. Cause This condition may be caused by the circuit board and/or gasket. Correction Remove the lamp assembly from the vehicle. Use the information below to diagnose and repair the lamp assembly. 1. If the base of the stop/tail lamp bulb is distorted, replace only the circuit board and gasket, as well as the bulb. 2. If the lamp leaks (has water in it, as opposed to condensation) but the reflective surfaces inside the lamp are not discolored, replace the circuit board and gasket. 3. Replace the lamp assembly only if the following condition(s) exist: ^ The lamp is discolored internally. ^ The lens is cracked. ^ A locking tab is broken. ^ The reflective surface is discolored. 4. After replacing the circuit board, ensure that all locking tabs are securely fastened to the circuit board. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > Customer Interest: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 11596 Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > Customer Interest: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 11597 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Tail Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement Tail Lamp: All Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Tail Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement > Page 11603 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Tail Lamp: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside Tail Lamp: All Technical Service Bulletins Lighting - Stop/Tail Lamps Inoperative/Water Inside Bulletin No.: 00-08-42-007C Date: August 24, 2004 TECHNICAL Subject: Stop/Tail Lamp(s) Inoperative or Intermittent and/or Water in Lamp (Replace Circuit Board/Gasket and/or Lamp Assembly) Models: 1997-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 1999-2005 Pontiac Grand Am Supercede: This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 00-08-42-007B (Section 08 - Body and Accessories). Condition Some customers may comment that a stop and/or tail lamp may not work correctly, or that the tail lamp has water in it. Cause This condition may be caused by the circuit board and/or gasket. Correction Remove the lamp assembly from the vehicle. Use the information below to diagnose and repair the lamp assembly. 1. If the base of the stop/tail lamp bulb is distorted, replace only the circuit board and gasket, as well as the bulb. 2. If the lamp leaks (has water in it, as opposed to condensation) but the reflective surfaces inside the lamp are not discolored, replace the circuit board and gasket. 3. Replace the lamp assembly only if the following condition(s) exist: ^ The lamp is discolored internally. ^ The lens is cracked. ^ A locking tab is broken. ^ The reflective surface is discolored. 4. After replacing the circuit board, ensure that all locking tabs are securely fastened to the circuit board. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Tail Lamp: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 11608 Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Tail Lamp: > 00-08-42-007C > Aug > 04 > Lighting - Stop/Tail Lamps Inoperative/Water Inside > Page 11609 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > All Other Service Bulletins for Tail Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement Tail Lamp: All Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > All Other Service Bulletins for Tail Lamp: > 01-08-42-001H > Jan > 11 > Lighting - Exterior Lamp Condensation and Replacement > Page 11615 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Combination Switch > Component Information > Technical Service Bulletins > Customer Interest for Combination Switch: > 73-81-52 > Nov > 97 > Lights - Park Lamps Stay ON With Headlamp Switch OFF Combination Switch: Customer Interest Lights - Park Lamps Stay ON With Headlamp Switch OFF File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-52 Date: November, 1997 Subject: Park Lamps Stay On with Headlamp Switch in "OFF" Position (Replace Multifunction Switch) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on one of the following: 1. The radio or cluster illumination dims with actuation of the turn signal lever. 2. The park lamps will not turn off. 3. The park lamps come on by themselves. 4. The battery goes dead. Cause The park lamp contact may not cross the switch gap, resulting in park lamps remaining on. Correction To verity this condition, the concern can usually be duplicated by turning the headlamp switch off very slowly with light pressure. Then, actuate the turn signal for a right turn and the park lamps may come on. If the concern can not be duplicated in this manner, a visual check can be done to see if the contact crosses the gap or stops on or near the gap. Looking at the back of the switch body, follow the park lamp circuit terminals 31 and 32 down to the switch grid. The park lamp contact can be seen through the gap between these two sections of the switch grid. If the contact dimple does not cross the gap but rests in the gap when the switch is turned to the "OFF" position, the described condition exists. If the condition exists, replace the multifunction switch, P/N 22602262. Refer to "Multifunction Switch" in the Service Manual. Parts Information The supplier implemented an improved sorting process in April, 1997 while tool modifications were being made. The date code is located on the top surface of the switch body lust above the headlamp connector. The supplier Z code (Z0191) is stamped on the part just above the date code. The date code begins with a "6" or "7" for the year followed by the Julian date which is followed by two additional digits indicating tester information. Date codes prior to 7093XX are suspect. P/N Description 22602262 Multifunction Switch Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time N2355 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Combination Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Combination Switch: > 73-81-52 > Nov > 97 > Lights - Park Lamps Stay ON With Headlamp Switch OFF Combination Switch: All Technical Service Bulletins Lights - Park Lamps Stay ON With Headlamp Switch OFF File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-81-52 Date: November, 1997 Subject: Park Lamps Stay On with Headlamp Switch in "OFF" Position (Replace Multifunction Switch) Models: 1997 Chevrolet Malibu 1997 Oldsmobile Cutlass Condition Some owners may comment on one of the following: 1. The radio or cluster illumination dims with actuation of the turn signal lever. 2. The park lamps will not turn off. 3. The park lamps come on by themselves. 4. The battery goes dead. Cause The park lamp contact may not cross the switch gap, resulting in park lamps remaining on. Correction To verity this condition, the concern can usually be duplicated by turning the headlamp switch off very slowly with light pressure. Then, actuate the turn signal for a right turn and the park lamps may come on. If the concern can not be duplicated in this manner, a visual check can be done to see if the contact crosses the gap or stops on or near the gap. Looking at the back of the switch body, follow the park lamp circuit terminals 31 and 32 down to the switch grid. The park lamp contact can be seen through the gap between these two sections of the switch grid. If the contact dimple does not cross the gap but rests in the gap when the switch is turned to the "OFF" position, the described condition exists. If the condition exists, replace the multifunction switch, P/N 22602262. Refer to "Multifunction Switch" in the Service Manual. Parts Information The supplier implemented an improved sorting process in April, 1997 while tool modifications were being made. The date code is located on the top surface of the switch body lust above the headlamp connector. The supplier Z code (Z0191) is stamped on the part just above the date code. The date code begins with a "6" or "7" for the year followed by the Julian date which is followed by two additional digits indicating tester information. Date codes prior to 7093XX are suspect. P/N Description 22602262 Multifunction Switch Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time N2355 Use published labor operation time Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Flasher > Component Information > Service and Repair Turn Signal Flasher: Service and Repair The turn signal flasher is integral to the hazard warning switch. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Lamp > Component Information > Technical Service Bulletins > Lighting - Exterior Lamp Condensation and Replacement Turn Signal Lamp: Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Lamp > Component Information > Technical Service Bulletins > Lighting - Exterior Lamp Condensation and Replacement > Page 11637 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Lamp > Component Information > Technical Service Bulletins > Page 11638 LF Park/Turn Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Lamp > Component Information > Technical Service Bulletins > Page 11639 Turn Signal Lamp: Service and Repair Description Description Remove or Disconnect 1. Taillamp. 2. Electrical connector. 3. Bulb from socket. Install or Connect 1. Bulb. 2. Electrical connector. 3. Taillamp. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Switch > Component Information > Locations LH Side Of I/P, Steering Column Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Switch > Component Information > Locations > Page 11643 Turn Signal Switch: Diagrams Turn/Headlamp Switch Assembly: C1 Turn/Headlamp Switch Assembly: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Vanity Lamp > Component Information > Locations Headliner Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Lighting and Horns > Vanity Lamp > Component Information > Locations > Page 11647 RH Vanity Mirror Lamp Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Locations Heated Glass Element: Locations LH Side Of Engine Compartment RH Side Of Engine Compartment, Rear Package Shelf Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions Heated Glass Element: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11654 ESD Symbol Typical Schematic The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. On Board Diagnostics II (OBDII) Symbol On Board Diagnostics II (OBDII) Symbol The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation. Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11655 Schematic Symbols Fig.1-Symbols (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11656 Fig.2-Symbols (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11657 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11658 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11659 Heated Glass Element: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11660 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "IE" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11661 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11662 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11663 insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: General Troubleshooting Procedures/Checking Terminal Contacts Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11664 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11665 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11666 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34142-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11667 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11668 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11669 Non-Cycling Circuit Breaker There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11670 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11671 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11672 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11673 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11674 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11675 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. OBDII Circuit Repairs Repairs for On-Board Diagnostics II (OBDII) emission control circuits follow the procedures. When servicing OBDII circuits, the following guidelines are also essential: ^ Do not move or alter grounds from their manufactured locations. ^ Do not tie aftermarket accessories into OBDII circuits. ^ Only repair OBDII circuits in accordance with the manufactured configuration. ^ Always replace a relay in an OBDII circuit the same replacement part. Damaged relays should be discarded, not repaired. ^ Refer to Power Distribution to identify OBDII circuit fusing. See: Power and Ground Distribution/Diagrams ^ Make sure that CPA (connector position assurance) locks and TPA (terminal position assurance) locks are reinstalled on connectors that use them. ^ After repair of connectors or connector terminals, make sure to achieve proper terminal retention. Refer to Repairing Connectors for procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures/Repairing Connectors ^ Before repairing OBDII heated oxygen sensors and related wiring, always review the special repair guidelines. ^ When installing an electrical ground fastener, be sure to apply the specified torque. ^ After repair of connectors, make sure to reinstall connector seals, where used. Inspect seals for wear and damage. Replace worn or damaged seals. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11676 Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11677 Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11678 harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11679 Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11680 When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11681 ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11682 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11683 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11684 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Diagram Information and Instructions > Page 11685 Rear Defogger Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Diagrams > Page 11686 Heated Glass Element: Description and Operation When the Rear Defogger Switch is pressed, voltage is applied to the solid state Timing Circuit and the ON Indicator. The Timing Circuit grounds circuit 193 which energizes the Rear Defogger Relay to close the relay switch contacts. This applies voltage to circuit 293 and the Rear Defogger Grid. The rear window becomes warm to remove the condensation from the surface of the window. The contacts in the Timing Circuit stay closed until the Rear Defogger Switch is pressed again, the timer cycle is complete, or the Ignition Switch is turned to the OFF position. The first time the Rear Defogger Switch is pressed, the Timing Circuit allows the Rear Defogger to operate for approximately ten minutes. Each time after that when the Rear Defogger Control Switch is pressed, the Timing Circuit operates for approximately five minutes. The Timing Circuit resets to ten minutes when the Ignition Switch is turned to the OFF position. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures Heated Glass Element: Diagnostic Trouble Code Tests and Associated Procedures Circuit Operation When the Rear Defogger Switch is pressed, voltage is applied to the solid state Timing Circuit and the ON Indicator. The Timing Circuit grounds circuit 193 which energizes the Rear Defogger Relay to close the relay switch contacts. This applies voltage to circuit 293 and the Rear Defogger Grid. The rear window becomes warm to remove the condensation from the surface of the window. The contacts in the Timing Circuit stay closed until the Rear Defogger Switch is pressed again, the timer cycle is complete, or the Ignition Switch is turned to the OFF position. The first time the Rear Defogger Switch is pressed, the Timing Circuit allows the Rear Defogger to operate for approximately ten minutes. Each time after that when the Rear Defogger Control Switch is pressed, the Timing Circuit operates for approximately five minutes. The Timing Circuit resets to ten minutes when the Ignition Switch is turned to the OFF position. Troubleshooting Hints 1. Check RR DEFOG and HTR A/C IGN Fuses by visual inspection. 2. If one or more of the grid lines do not heat, refer to grid line repair procedures. 3. If the Panel Lamp is inoperable with the headlamp Switch in PARK or HEAD, check bulb and wiring to bulb. 4. If Rear Defogger ON Indicator lights continuously or does not light at all, but Rear Defogger operates normally, replace the Heater A/C Control Assembly. ^ Check for a broken (or partially broken) wire inside of the insulation which could cause system failure but prove GOOD in a continuity/voltage check (refer to General Troubleshooting Procedures). ^ Check for proper installation of aftermarket electronic equipment which may affect the integrity of other systems (refer to General Troubleshooting Procedures). See: Diagrams/Diagnostic Aids Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures > Page 11689 Heated Glass Element: Symptom Related Diagnostic Procedures Rear Defogger Does Not Operate (Part 1 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures > Page 11690 Rear Defogger Does Not Operate (Part 2 Of 3) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures > Page 11691 Rear Defogger Does Not Operate (Part 3 Of 3) Rear Defogger Operates Continuously (Part 1 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures > Page 11692 Rear Defogger Operates Continuously (Part 2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Rear Defogger > Rear Defogger Relay > Component Information > Locations Rear Defogger Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Relays and Modules - Windows and Glass > Rear Defogger Relay > Component Information > Locations Rear Defogger Relay: Locations Underhood Bussed Electrical Center Left Side Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Window Switch Connector, LR LR Door (RR Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Window Switch Connector, LR > Page 11706 RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Window Switch Connector, LR > Page 11707 LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Diagrams > LF Power Window Switch: Diagrams LF LF Power Window Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Diagrams > LF > Page 11710 LF Power Window Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Diagrams > LF > Page 11711 LR Power Window Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Diagrams > LF > Page 11712 RF Power Window Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Diagrams > LF > Page 11713 RR Power Window Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Service and Repair > Door Handle Bezel Replacement Power Window Switch: Service and Repair Door Handle Bezel Replacement DOOR HANDLE BEZEL REPLACEMENT REMOVAL PROCEDURE 1. Remove the door handle bezel screw (1) from the handle bezel(2). 2. Remove the power door lock switch, if equipped. INSTALLATION PROCEDURE 1. Install the power door lock switch, if equipped. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the door handle bezel screw (1) to the door handle bezel (2). Tighten Tighten the door handle bezel screw to 2 Nm (20 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Service and Repair > Door Handle Bezel Replacement > Page 11716 Power Window Switch: Service and Repair Power Accessory Switch Panel Replacement POWER ACCESSORY SWITCH PANEL REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Cautions and Notices. 1. Disconnect the negative battery cable. 2. Remove the power accessory window switch panel (3) from the door (5) by prying the front of the switch with a flat bladed tool. 3. Disconnect the electrical connectors (4) from the switch (3). INSTALLATION PROCEDURE 1. Connect the electrical connector (4) to the switch (3). 2. Install the switch (3) to the door (5). 3. Ensure the unit is retained. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Service and Repair > Door Handle Bezel Replacement > Page 11717 Power Window Switch: Service and Repair Trim Panel Insert Replacement - Front Door TRIM PANEL INSERT REPLACEMENT - FRONT DOOR REMOVAL PROCEDURE 1. Push the lower front corner rearward in order to disengage the hidden plastic tab. 2. Push the lower rear corner forward in order to disengage the hidden plastic tab. 3. Pull inward in order to disengage the top clip. 4. Remove the front door upper trim panel (1) insert. INSTALLATION PROCEDURE 1. Install the front door upper trim panel (1) insert. 2. Insert the tabs to the retainers. 3. Apply pressure in order to secure the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > Component Locations Power Window Motor: Component Locations LF Door RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > Component Locations > Page 11723 LR Door (RR Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > Page 11724 Power Window Motor: Diagrams LF Power Window Motor LR Power Window Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > Page 11725 RF Power Window Motor RR Power Window Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > Page 11726 Power Window Motor: Service and Repair For Window Regulator Motor service and repair, refer to Window Regulator. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Locations > Window Switch Connector, LR LR Door (RR Similar) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Locations > Window Switch Connector, LR > Page 11731 RF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Locations > Window Switch Connector, LR > Page 11732 LF Door Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Diagrams > LF Power Window Switch: Diagrams LF LF Power Window Switch: C1 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Diagrams > LF > Page 11735 LF Power Window Switch: C2 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Diagrams > LF > Page 11736 LR Power Window Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Diagrams > LF > Page 11737 RF Power Window Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Diagrams > LF > Page 11738 RR Power Window Switch Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Service and Repair > Door Handle Bezel Replacement Power Window Switch: Service and Repair Door Handle Bezel Replacement DOOR HANDLE BEZEL REPLACEMENT REMOVAL PROCEDURE 1. Remove the door handle bezel screw (1) from the handle bezel(2). 2. Remove the power door lock switch, if equipped. INSTALLATION PROCEDURE 1. Install the power door lock switch, if equipped. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the door handle bezel screw (1) to the door handle bezel (2). Tighten Tighten the door handle bezel screw to 2 Nm (20 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Service and Repair > Door Handle Bezel Replacement > Page 11741 Power Window Switch: Service and Repair Power Accessory Switch Panel Replacement POWER ACCESSORY SWITCH PANEL REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Cautions and Notices. 1. Disconnect the negative battery cable. 2. Remove the power accessory window switch panel (3) from the door (5) by prying the front of the switch with a flat bladed tool. 3. Disconnect the electrical connectors (4) from the switch (3). INSTALLATION PROCEDURE 1. Connect the electrical connector (4) to the switch (3). 2. Install the switch (3) to the door (5). 3. Ensure the unit is retained. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Service and Repair > Door Handle Bezel Replacement > Page 11742 Power Window Switch: Service and Repair Trim Panel Insert Replacement - Front Door TRIM PANEL INSERT REPLACEMENT - FRONT DOOR REMOVAL PROCEDURE 1. Push the lower front corner rearward in order to disengage the hidden plastic tab. 2. Push the lower rear corner forward in order to disengage the hidden plastic tab. 3. Pull inward in order to disengage the top clip. 4. Remove the front door upper trim panel (1) insert. INSTALLATION PROCEDURE 1. Install the front door upper trim panel (1) insert. 2. Insert the tabs to the retainers. 3. Apply pressure in order to secure the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Back Window Glass > Component Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information Back Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Front Corner Window Glass > Component Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information Front Corner Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information Front Door Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information > Page 11756 Front Door Window Glass: Technical Service Bulletins Body - Side Window Chipping Information INFORMATION Bulletin No.: 06-08-64-001B Date: October 20, 2009 Subject: Information on Side Door Window Glass Chipping Caused by Hanging Vehicle Key Lock Box Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add vehicles and model years and to include all types of door window glass. Please discard Corporate Bulletin Number 06-08-64-001A (Section 08 - Body & Accessories). - In several warranty parts review cases, side door window glass was observed with a chip or chips on the top side of the window glass. Dealer contacts confirmed that they use a vehicle key lock box on the front side door window glass. - A random selection of side door glass returns will be conducted to confirm adherence. If a side door glass is discovered with a chip or chips in the location previously described, the side door glass will be returned to the dealership for debit. Example of Side Door Glass - DO NOT place a vehicle key lock box on a side door window glass. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information > Page 11757 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Quarter Window Glass > Component Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information Quarter Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Handle > Component Information > Service and Repair Window Handle: Service and Repair WINDOW REGULATOR HANDLE REPLACEMENT REMOVAL PROCEDURE TOOLS REQUIRED J9886-01 Door Handle Clip Remover 1. Remove the spring clip by inserting the J9886-01 between the window regulator handle and the door window regulator handle bearing plate. 2. Pull the door window regulator handle (2) outward in order to remove the handle. 3. Remove the door window regulator handle bearing plate (1). INSTALLATION PROCEDURE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Handle > Component Information > Service and Repair > Page 11765 1. Raise the window to the full up position. 2. Install the clip to the door window regulator handle (2). 3. Install the door window regulator handle bearing plate (1). 4. Position the door window regulator handle. 5. Push the door window regulator handle inward in order to secure the handle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement Window Regulator: Service and Repair Power Accessory Switch Panel Replacement POWER ACCESSORY SWITCH PANEL REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Cautions and Notices. 1. Disconnect the negative battery cable. 2. Remove the power accessory window switch panel (3) from the door (5) by prying the front of the switch with a flat bladed tool. 3. Disconnect the electrical connectors (4) from the switch (3). INSTALLATION PROCEDURE 1. Connect the electrical connector (4) to the switch (3). 2. Install the switch (3) to the door (5). 3. Ensure the unit is retained. 4. Connect the negative battery cable. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11770 Window Regulator: Service and Repair Trim Panel Insert Replacement - Front Door TRIM PANEL INSERT REPLACEMENT - FRONT DOOR REMOVAL PROCEDURE 1. Push the lower front corner rearward in order to disengage the hidden plastic tab. 2. Push the lower rear corner forward in order to disengage the hidden plastic tab. 3. Pull inward in order to disengage the top clip. 4. Remove the front door upper trim panel (1) insert. INSTALLATION PROCEDURE 1. Install the front door upper trim panel (1) insert. 2. Insert the tabs to the retainers. 3. Apply pressure in order to secure the panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11771 Window Regulator: Service and Repair Door Handle Bezel Replacement DOOR HANDLE BEZEL REPLACEMENT REMOVAL PROCEDURE 1. Remove the door handle bezel screw (1) from the handle bezel(2). 2. Remove the power door lock switch, if equipped. INSTALLATION PROCEDURE 1. Install the power door lock switch, if equipped. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the door handle bezel screw (1) to the door handle bezel (2). Tighten Tighten the door handle bezel screw to 2 Nm (20 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11772 Window Regulator: Service and Repair Window Regulator Handle Replacement WINDOW REGULATOR HANDLE REPLACEMENT REMOVAL PROCEDURE TOOLS REQUIRED J9886-01 Door Handle Clip Remover 1. Remove the spring clip by inserting the J9886-01 between the window regulator handle and the door window regulator handle bearing plate. 2. Pull the door window regulator handle (2) outward in order to remove the handle. 3. Remove the door window regulator handle bearing plate (1). INSTALLATION PROCEDURE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11773 1. Raise the window to the full up position. 2. Install the clip to the door window regulator handle (2). 3. Install the door window regulator handle bearing plate (1). 4. Position the door window regulator handle. 5. Push the door window regulator handle inward in order to secure the handle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11774 Window Regulator: Service and Repair Power Accessory Switch Panel Replacement POWER ACCESSORY SWITCH PANEL REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Cautions and Notices. 1. Disconnect the negative battery cable. 2. Remove the power accessory window switch panel (3) from the door (5) by prying the front of the switch with a flat bladed tool. 3. Disconnect the electrical connectors (4) from the switch (3). INSTALLATION PROCEDURE 1. Connect the electrical connector (4) to the switch (3). 2. Install the switch (3) to the door (5). 3. Ensure the unit is retained. 4. Connect the negative battery cable. Trim Panel Insert Replacement - Front Door TRIM PANEL INSERT REPLACEMENT - FRONT DOOR REMOVAL PROCEDURE 1. Push the lower front corner rearward in order to disengage the hidden plastic tab. 2. Push the lower rear corner forward in order to disengage the hidden plastic tab. 3. Pull inward in order to disengage the top clip. 4. Remove the front door upper trim panel (1) insert. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11775 INSTALLATION PROCEDURE 1. Install the front door upper trim panel (1) insert. 2. Insert the tabs to the retainers. 3. Apply pressure in order to secure the panel. Door Handle Bezel Replacement DOOR HANDLE BEZEL REPLACEMENT REMOVAL PROCEDURE 1. Remove the door handle bezel screw (1) from the handle bezel(2). 2. Remove the power door lock switch, if equipped. INSTALLATION PROCEDURE 1. Install the power door lock switch, if equipped. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the door handle bezel screw (1) to the door handle bezel (2). Tighten Tighten the door handle bezel screw to 2 Nm (20 lb in). Window Regulator Handle Replacement WINDOW REGULATOR HANDLE REPLACEMENT REMOVAL PROCEDURE TOOLS REQUIRED J9886-01 Door Handle Clip Remover Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11776 1. Remove the spring clip by inserting the J9886-01 between the window regulator handle and the door window regulator handle bearing plate. 2. Pull the door window regulator handle (2) outward in order to remove the handle. 3. Remove the door window regulator handle bearing plate (1). INSTALLATION PROCEDURE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11777 1. Raise the window to the full up position. 2. Install the clip to the door window regulator handle (2). 3. Install the door window regulator handle bearing plate (1). 4. Position the door window regulator handle. 5. Push the door window regulator handle inward in order to secure the handle. Front Door DOOR TRIM PANEL REPLACEMENT Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11778 REMOVAL PROCEDURE 1. Remove the front door trim panel insert, front door only. 2. Remove the door handle bezel. 3. Remove the window regulator handle, if equipped. 4. Remove the power window switch, if equipped. 5. Remove the door handle plug (3), pry off with a flat bladed tool. 6. Remove the door trim handle screws (2). 7. Remove the door trim panel (1) from the retainers (4). Start at the bottom rear corner and gently pry outward. 8. Remove the door trim panel (1) from the vehicle. INSTALLATION PROCEDURE 1. Install the door trim panel (1) to the vehicle. NOTE: Refer to Fastener Notice in Cautions and Notices. 2. Install the door trim handle screws (2). Tighten Tighten the screws to 10 Nm (89 lb in). 3. Install the door handle plug (3). Ensure that the unit is retained. 4. Install the power window regulator handle, it equipped. 5. Install the power window switch, if equipped. 6. Install the door handle bezel. 7. Install the front door trim panel insert. Rear Door DOOR TRIM PANEL REPLACEMENT REMOVAL PROCEDURE 1. Remove the door handle bezel. 2. Remove the window regulator handle, if equipped. 3. Remove the power window switch, if equipped. 4. Remove the door handle plug (3), pry off with a flat bladed tool. 5. Remove the door trim handle screws (2). 6. Remove the door trim panel (1) from the retainers (4). Start at the bottom rear corner and gently pry outward. 7. Remove the door trim panel (1) from the vehicle. INSTALLATION PROCEDURE 1. Install the door trim panel (1) to the vehicle. NOTE: Refer to Fastener Notice in Cautions and Notices. 2. Install the door trim handle screws (2). Tighten Tighten the screws to 10 Nm (89 lb in). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11779 3. Install the door handle plug (3). Ensure that the unit is retained. 4. Install the power window regulator handle, it equipped. 5. Install the power window switch, if equipped. 6. Install the door handle bezel. Front Door WINDOW REPLACEMENT REMOVAL PROCEDURE 1. Remove the door trim panel. 2. Lower the front window in order to access the retaining nuts. 3. Remove the nuts. 4. Remove the rivet (4). 5. Remove the front window sash (3). 6. Remove the front window sash spacer (2). 7. Remove the window from the vehicle. INSTALLATION PROCEDURE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11780 1. Install the front window to the door. 2. Install the front window sash spacer (2). 3. Install the front window sash (3). 4. Install the rivet (4). 5. Install the retaining nuts. 6. Install the door trim panel. Rear Door WINDOW REPLACEMENT REMOVAL PROCEDURE 1. Place the door window assembly to the down position. 2. Remove the door trim panel. 3. Remove enough of the door water deflector in order to access the door window assembly nuts. 4. Disengage the glass sash regulator (2) from the rear side door window (1). 5. Remove the door window frame applique. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11781 6. Remove the rear side door window (1). INSTALLATION PROCEDURE 1. Install the rear side door window (1). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11782 2. Engage the glass sash regulator (2) to the rear side door window (1). 3. Install the door window frame applique. 4. Install the door water deflector. 5. Install the door trim panel. Front Door WINDOW REGULATOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the door trim panel. 2. Remove enough of the door water deflector to access the window regulator. 3. Remove the door window assembly. 4. Remove the window regulator bolts (3). 5. Remove the regulator rivets (2). 6. Remove the window regulator (1). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11783 INSTALLATION PROCEDURE 1. Install the window regulator (1). 2. Install the window regulator rivets (2). NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the window regulator bolts (3). Tighten Tighten the bolt to 10.5 Nm (93 lb in). 4. Install the door window assembly. 5. Install the door water reflector. 6. Install the door trim panel. Rear Door WINDOW REGULATOR REPLACEMENT REMOVAL PROCEDURE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11784 1. Remove the door trim panel. 2. Remove enough of the door water deflector in order to access the rear side door window regulator. 3. Remove the rear side door window. 4. Disconnect the electrical connector, if equipped or remove the window regulator handle. 5. Remove the window regulator (3). INSTALLATION PROCEDURE Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Regulator > Component Information > Service and Repair > Power Accessory Switch Panel Replacement > Page 11785 1. Install the window regulator (3). 2. Connect the electrical connector, if equipped or install the window regulator handle. 3. Install the rear side door window. 4. Install the door water deflector. 5. Install the door trim panel. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > Customer Interest: > 09-08-48-006 > Sep > 09 > Body - Stain/Film On Windshield Glass Perimeter Windshield: Customer Interest Body - Stain/Film On Windshield Glass Perimeter TECHNICAL Bulletin No.: 09-08-48-006 Date: September 18, 2009 Subject: Clear Stain or Film on Inside Perimeter of Windshield Glass (Clean/Polish Glass) Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab) 2010 and Prior HUMMER H2, H3 Condition Some customers may comment on a clear stain or film on the inside of the windshield glass. This condition appears along the outer edges of the glass along the top, bottom or A-pillar areas. Normal glass cleaning procedures will not remove the stain. Cause The assembly plant uses a clear sealer/primer on the outer edge of the windshield glass to improve adhesion to the urethane adhesive that bonds the windshield glass to the vehicle body. Excess sealer/primer may drip or flow onto the windshield and cause a stain. Once the sealer/primer dries, it may appear to have etched the glass. Correction Note A "white" type of toothpaste is recommended for this repair. Gel-type toothpaste may provide less satisfactory results. Use a small amount of toothpaste on a soft, cotton cloth to polish the stained area. It may be necessary to wrap the cloth around a paint stir stick or a similar tool to reach the lower corners of the windshield glass. After polishing the glass, clean the inside of the windshield glass with a clean, damp, cotton cloth and verify all of the stain is removed. Do not use any cleaners or solvents - use only clean warm water. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > Customer Interest: > 09-08-48-006 > Sep > 09 > Body - Stain/Film On Windshield Glass Perimeter > Page 11794 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > Customer Interest: > 09-08-48-002A > Mar > 09 > Body - Marks/Stains on Windshield When Wet Windshield: Customer Interest Body - Marks/Stains on Windshield When Wet TECHNICAL Bulletin No.: 09-08-48-002A Date: March 19, 2009 Subject: Marks/Stains on Windshield When Wet (Clean Windshield) Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab) 2010 and Prior HUMMER H2, H3 Supercede: This bulletin is being revised to update the models and model years. Please discard Corporate Bulletin Number 09-08-48-002 (Section 08 - Body and Accessories). Condition Some owners may comment that marks/stains appear on the windshield when the windshield is wet. Cause This condition may be caused by contact between the windshield and the vacuum hoses or other tools used in the assembly process. This contact may leave a residue that creates a water repellent surface on the glass which, in wet conditions, appear as marks/stains on the surface. Correction Important DO NOT REPLACE THE WINDSHIELD FOR THIS CONDITION. To clean the windshield, use Eastwood Glass Polishing Compound*. Follow the manufacturer's directions for product use. Use only hand tools. DO NOT USE POWER TOOLS. Parts Information Eastwood Glass Polishing Compound 1-800-343-9353 (for overseas inquiries: +1-610-705-2200) http://www.eastwoodco.com/ *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 06-08-43-003C > Feb > 11 > Glass/Body - Windshield Wiper Performance Windshield: All Technical Service Bulletins Glass/Body - Windshield Wiper Performance INFORMATION Bulletin No.: 06-08-43-003C Date: February 21, 2011 Subject: Windshield Wiper Performance, Cleaning Instructions and Maintenance Models: 2012 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2010 and Prior Isuzu Medium Duty Trucks 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2011 and 2012 model year. Please discard Corporate Bulletin Number 06-08-43-003B (Section 08 - Body and Accessories). Wiper Concerns Most concerns about windshield wiper performance are the result of dirty wiper blades, damaged wiper blades, or worn out blades that are continuing to be used beyond their useful life. Depending on environmental conditions, wiper blades can have dramatic differences in lifespan. Here are some tips and guidelines to maximize wiper performance to avoid damage to the blades, and to avoid unnecessary replacements. Many wiper blades are being replaced under warranty with reviews showing there is nothing wrong with the returned blades other than a build-up of dirt. Additionally, advise the customer to review the information in their Owner Manual. Inspection and Cleaning Scheduled Maintenance - Inspect your wipers rubber blades every 4-6 months or 12,000 km (7,500 mi) for wear, cracking or contamination. - Clean the windshield and the rubber wiper blades (using the procedure below) if the blades are not clearing the glass satisfactorily. If this does not correct the problem, then replace the rubber elements. Cleaning Procedure Important Avoid getting windshield washer fluid on your hands. Wear rubber gloves or avoid direct contact with washer fluid. Important Do not use gasoline, kerosene, or petroleum based products to clean wiper blades. - Clean the rubber blades using a lint free cloth or paper towel soaked with windshield washer fluid or a mild detergent. You should see significant amounts of dirt being removed on the cloth. - Be sure to wash the windshield thoroughly when you clean the blades. Bugs, road grime, sap and a buildup of car wash/wax treatments may additionally cause wiper streaking. Tip For a larger scale buildup on the windshield, use a non-abrasive cleaner such as Bon-Ami* (www.faultless.com) cleanser with a wet sponge, being sure to use plenty of water to avoid scratching the glass. Flush the surface and body panels completely. Tip For day-to-day exterior glass cleaning and to maintain a streak free appearance, suggest Vehicle Care Glass Cleaner, P/N 88862560 (in Canada, 992727). This product is an easy to use foaming cleaner that quickly removes dirt and grime from glass surfaces. Tip Interior glass should be cleaned with plain, clean water to eliminate any film or haze on the window and help prevent fogging, a major customer dissatisfier. Refer to Corporate Bulletin Number 03-00-89-006D for more information. The New Vehicle Pre-Delivery Inspection form also recommends using plain water to clean interior glass. *"We believe this material to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or any such items which may be available from other sources. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 06-08-43-003C > Feb > 11 > Glass/Body - Windshield Wiper Performance > Page 11804 Avoiding Wiper Damage The following are major contributors to wiper damage. Some of these you can control and others are environmental concerns. - Extremely dusty areas (such as driving on dirt roads) may cause the wipers rubber edge to wear quickly and unevenly. - Sand and salt used on roads for increasing winter traction and ice control will cause the wiper blades to wear quicker. Areas with significant snowfall require more frequent blade replacements. - Heat and time may cause the rubber blades to take a "permanent set" resulting in the rubber not flexing and turning over uniformly. This condition may result in streaking and/or unwiped areas. - Rubber blades are easily cut or torn when using ice scrapers. Likewise pulling blades up off a frozen windshield can tear the rubber. Exercise caution when clearing ice and snow. - Using your wipers to "wear through" frost and ice, instead of allowing the defrosters to melt the ice, can dull, nick or tear the rubber blades. - Banging wipers on the glass to remove ice and snow may cause the blade to bend, dislodging the rubber and causing potential scratching of the windshield. - Ice can form in the pin joints of the wipers, which can cause streaking and unwiped areas. To remove ice from pin joints, compress the blade and rubber edge with your hand to loosen the frozen joints. Consider using Winter Blades that have a rubber cover to avoid this condition. Note GM does not recommend the use of any spray on/wipe on windshield treatments or washer fluid additives. The variation in friction that results on the glass from the use of these products causes wipers to chatter and have premature wear. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 00-08-48-005D > Sep > 10 > Body - Vehicle Glass Distortion Information Windshield: All Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 09-08-48-006 > Sep > 09 > Body - Stain/Film On Windshield Glass Perimeter Windshield: All Technical Service Bulletins Body - Stain/Film On Windshield Glass Perimeter TECHNICAL Bulletin No.: 09-08-48-006 Date: September 18, 2009 Subject: Clear Stain or Film on Inside Perimeter of Windshield Glass (Clean/Polish Glass) Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab) 2010 and Prior HUMMER H2, H3 Condition Some customers may comment on a clear stain or film on the inside of the windshield glass. This condition appears along the outer edges of the glass along the top, bottom or A-pillar areas. Normal glass cleaning procedures will not remove the stain. Cause The assembly plant uses a clear sealer/primer on the outer edge of the windshield glass to improve adhesion to the urethane adhesive that bonds the windshield glass to the vehicle body. Excess sealer/primer may drip or flow onto the windshield and cause a stain. Once the sealer/primer dries, it may appear to have etched the glass. Correction Note A "white" type of toothpaste is recommended for this repair. Gel-type toothpaste may provide less satisfactory results. Use a small amount of toothpaste on a soft, cotton cloth to polish the stained area. It may be necessary to wrap the cloth around a paint stir stick or a similar tool to reach the lower corners of the windshield glass. After polishing the glass, clean the inside of the windshield glass with a clean, damp, cotton cloth and verify all of the stain is removed. Do not use any cleaners or solvents - use only clean warm water. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 09-08-48-006 > Sep > 09 > Body - Stain/Film On Windshield Glass Perimeter > Page 11813 Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 09-08-48-002A > Mar > 09 > Body - Marks/Stains on Windshield When Wet Windshield: All Technical Service Bulletins Body - Marks/Stains on Windshield When Wet TECHNICAL Bulletin No.: 09-08-48-002A Date: March 19, 2009 Subject: Marks/Stains on Windshield When Wet (Clean Windshield) Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab) 2010 and Prior HUMMER H2, H3 Supercede: This bulletin is being revised to update the models and model years. Please discard Corporate Bulletin Number 09-08-48-002 (Section 08 - Body and Accessories). Condition Some owners may comment that marks/stains appear on the windshield when the windshield is wet. Cause This condition may be caused by contact between the windshield and the vacuum hoses or other tools used in the assembly process. This contact may leave a residue that creates a water repellent surface on the glass which, in wet conditions, appear as marks/stains on the surface. Correction Important DO NOT REPLACE THE WINDSHIELD FOR THIS CONDITION. To clean the windshield, use Eastwood Glass Polishing Compound*. Follow the manufacturer's directions for product use. Use only hand tools. DO NOT USE POWER TOOLS. Parts Information Eastwood Glass Polishing Compound 1-800-343-9353 (for overseas inquiries: +1-610-705-2200) http://www.eastwoodco.com/ *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 83-15-16 > Oct > 98 > New Windshield/Glass Urethane Adhesive Caulking Kit Windshield: All Technical Service Bulletins New Windshield/Glass Urethane Adhesive Caulking Kit File In Section: 10 - Body Bulletin No.: 83-15-16 Date: October, 1998 INFORMATION Subject: New Windshield and Stationary Glass Urethane Adhesive Caulking Kit Models: 1990-99 All Passenger Cars and Trucks As a result of a change from standard viscosity urethane to high-viscosity urethane, a new Urethane Adhesive Caulking Kit, P/N 12346392, is now available from GMSPO. This kit contains the "High Viscosity" Urethane Adhesive for thicker and more consistent bead size applications. When applied properly, this new high viscosity urethane in many instances will eliminate the need for depth setting blocks or the damming material to control squeeze out. The following is the contents of the new kit: Like the standard viscosity urethane contained in kit (P/N 12346284) that it replaces, it is a one-part, moisture cure product with curing times that vary as a result of changes in either temperature or humidity. THE REQUIRED TIME FOR THIS NEW ONE-PART MATERIAL to ensure a safe installation of stationary glass before returning the vehicle to the customer, IS A MINIMUM OF SIX (6) HOURS AT 70°F (21°C) AND 30% RELATIVE HUMIDITY. Alternate equivalent materials for this kit may be available from a local glass repair shop under the following product numbers: Other manufacturers of Urethane Adhesive that have documented their ability to meet or exceed General Motors specification # 3651M (Performance Requirements for Stationary Glass Bonding Adhesive System Service) are also considered to be equivalent to GM Kit (P/N 12346392). In previously published Corporate Bulletin Number 73-10-54, increasing customer demands for faster service have resulted in quicker two-part urethane adhesives to be made available. Essex Beta Seal U216* (two-part urethane adhesive) also meets the General Motors 3651M Specification and can be Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 83-15-16 > Oct > 98 > New Windshield/Glass Urethane Adhesive Caulking Kit > Page 11822 used when the customer demands quicker repair of the vehicle than the above described one-part product can provide. This two-part, chemical cure product requires ONE (1) TO ONE-AND-ONE-HALF (1-1/2) HOURS FOR CURING BEFORE RETURNING THE VEHICLE TO THE CUSTOMER. This two-part product also requires primers on the glass and pinchweld surfaces. The primers and applicator daubers are not included with this two-part product and therefore, must be purchased separately. In addition, this two-part product requires a special applicator (gun) for proper mixing and dispensing of the adhesive. Important: The U216 product is NOT available from GMSPO and must be obtained locally. * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such products which may be available from other sources. When using either of the above described products, make sure to follow the manufacturer's directions for application and drying times. For information regarding the removal and installation of stationary glass, consult the appropriate Service Manual. Parts information P/N Description 12346392 Urethane Adhesive Caulking Kit Parts are expected to be available from GMSPO, 10/12/98. Important: The previously recommended adhesive kit (P/N 12346284) will no longer be available from GMSPO once inventory is exhausted. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 72-05-04 > Aug > 97 > Warranty - Guidelines for Claiming Windshield Replace Windshield: All Technical Service Bulletins Warranty - Guidelines for Claiming Windshield Replace File In Section: Warranty Administration Bulletin No.: 72-05-04 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Claiming C0034 - Windshield Replacement Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide retail and wholesale service personnel with guidelines for using the above subject labor operations. In an effort to understand the windshield replacements, the following two phase approval process is being implemented. We feel this approach will allow GM to be responsive to repair decisions on vehicles over 10,000 miles (16,000KMS), while providing you, our dealers, the empowerment to address customer needs on those cases requiring repairs early in the vehicle's life, under 10,000 miles (16,000KMS). Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Windshield replacement on vehicles under 10,000 miles (16,0OOKMS) can only be made after Service Management inspection, review and approval. This approval must be noted on the repair order clearly identifying the defect and reason for replacement. This comment must be submitted in the comment field of the claim for engineering review. ^ Windshield replacement on vehicles over 10,000 miles (16,000KMS) can only be made after Service Management inspection, review and approval from the divisional service representative. Vehicles may be required to be held for wholesale inspection. This approval must be noted on the repair order clearly identifying the defect and reason for replacement. This comment must be submitted in the comment field of the claim for engineering review. The claim will require wholesale authorization for payment. Additional Requirements ^ Windshields replaced must be held for the normal parts retention period and the defect should be clearly identified on the glass by means of tape and/or a grease pencil. ^ Sublet windshield replacements, like other sublet repairs are to be claimed for actual dealership cost less any discounts and or allowances offered. Sublet repairs cannot exceed the normal allowance provided to the dealership had the repair been completed in-house. See your GM Policy and Procedure Manual for the complete guidelines. Windshields damaged by normal wear, road hazards, vandalism, or other physical damage are not eligible for warranty coverage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 73-10-54 > May > 97 > Windshield - Two-Part Urethane Adhesive For Installation Windshield: All Technical Service Bulletins Windshield - Two-Part Urethane Adhesive For Installation File In Section: 10 - Body Bulletin No.: 73-10-54 Date: May, 1997 INFORMATION Subject: Two-Part Urethane Adhesive For Windshield Installations Models: 1997 And Prior Passenger Cars and Trucks (Using Urethane Adhesive To Retain Windshields) General Motors passenger cars and trucks use urethane adhesive as a means to retain the windshield in the body opening. The urethane adhesive is used to bond the windshield in the opening, increasing vehicle structure. The current recommended urethane adhesive, GM P/N 12346284, is a one-part moisture cure product that requires a minimum curing period of 6 hours at room temperature before returning the vehicle to the customer. Increasing customer demands for faster service in recent years have resulted in quicker cure two-part urethane adhesives. Essex Beta Seal U216* (two-part urethane adhesive) meets the General Motors 3651M Specification (Performance Requirements for Stationary Glass Bonding Adhesive System Service) and can be used when the customer demands quicker repair of the vehicle than the current one-part materials can provide. Either of these products can be used when glass replacement is performed. The differences between these products are as follows: The CURRENT URETHANE ADHESIVE KIT, GM P/N 12346284, IS A ONE-PART ADHESIVE. It includes the necessary glass and pinchweld primers and is specified in Service Manuals for General Motors' vehicles. Since this is a "moisture cure" product, the curing time for this one-part material will vary with changes to either temperature or humidity. The REQUIRED TIME FOR THIS ONE-PART MATERIAL to ensure a safe installation of stationary glass before returning the vehicle to the customer IS A MINIMUM OF SIX (6) HOURS AT 70°F (21°C) AND 30% RELATIVE HUMIDITY. ESSEX BETA SEAL U216 IS A TWO-PART ADHESIVE MATERIAL THAT PROVIDES FOR A ONE (1) TO ONE AND ONE HALF (11/2) HOUR CURE BEFORE RETURNING THE VEHICLE TO THE CUSTOMER. This product also requires primers on the glass and pinchweld surfaces. This product requires a special applicator for the mixing and dispensing of the adhesive. When using this (or any) product, make sure to follow the manufacturer's directions for application and drying times. Parts Information Parts are currently available from GMSPO. * We believe this source and their product to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such products which may be available from other sources. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 06-08-43-003C > Feb > 11 > Glass/Body - Windshield Wiper Performance Windshield: All Technical Service Bulletins Glass/Body - Windshield Wiper Performance INFORMATION Bulletin No.: 06-08-43-003C Date: February 21, 2011 Subject: Windshield Wiper Performance, Cleaning Instructions and Maintenance Models: 2012 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2010 and Prior Isuzu Medium Duty Trucks 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2011 and 2012 model year. Please discard Corporate Bulletin Number 06-08-43-003B (Section 08 - Body and Accessories). Wiper Concerns Most concerns about windshield wiper performance are the result of dirty wiper blades, damaged wiper blades, or worn out blades that are continuing to be used beyond their useful life. Depending on environmental conditions, wiper blades can have dramatic differences in lifespan. Here are some tips and guidelines to maximize wiper performance to avoid damage to the blades, and to avoid unnecessary replacements. Many wiper blades are being replaced under warranty with reviews showing there is nothing wrong with the returned blades other than a build-up of dirt. Additionally, advise the customer to review the information in their Owner Manual. Inspection and Cleaning Scheduled Maintenance - Inspect your wipers rubber blades every 4-6 months or 12,000 km (7,500 mi) for wear, cracking or contamination. - Clean the windshield and the rubber wiper blades (using the procedure below) if the blades are not clearing the glass satisfactorily. If this does not correct the problem, then replace the rubber elements. Cleaning Procedure Important Avoid getting windshield washer fluid on your hands. Wear rubber gloves or avoid direct contact with washer fluid. Important Do not use gasoline, kerosene, or petroleum based products to clean wiper blades. - Clean the rubber blades using a lint free cloth or paper towel soaked with windshield washer fluid or a mild detergent. You should see significant amounts of dirt being removed on the cloth. - Be sure to wash the windshield thoroughly when you clean the blades. Bugs, road grime, sap and a buildup of car wash/wax treatments may additionally cause wiper streaking. Tip For a larger scale buildup on the windshield, use a non-abrasive cleaner such as Bon-Ami* (www.faultless.com) cleanser with a wet sponge, being sure to use plenty of water to avoid scratching the glass. Flush the surface and body panels completely. Tip For day-to-day exterior glass cleaning and to maintain a streak free appearance, suggest Vehicle Care Glass Cleaner, P/N 88862560 (in Canada, 992727). This product is an easy to use foaming cleaner that quickly removes dirt and grime from glass surfaces. Tip Interior glass should be cleaned with plain, clean water to eliminate any film or haze on the window and help prevent fogging, a major customer dissatisfier. Refer to Corporate Bulletin Number 03-00-89-006D for more information. The New Vehicle Pre-Delivery Inspection form also recommends using plain water to clean interior glass. *"We believe this material to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or any such items which may be available from other sources. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 06-08-43-003C > Feb > 11 > Glass/Body - Windshield Wiper Performance > Page 11836 Avoiding Wiper Damage The following are major contributors to wiper damage. Some of these you can control and others are environmental concerns. - Extremely dusty areas (such as driving on dirt roads) may cause the wipers rubber edge to wear quickly and unevenly. - Sand and salt used on roads for increasing winter traction and ice control will cause the wiper blades to wear quicker. Areas with significant snowfall require more frequent blade replacements. - Heat and time may cause the rubber blades to take a "permanent set" resulting in the rubber not flexing and turning over uniformly. This condition may result in streaking and/or unwiped areas. - Rubber blades are easily cut or torn when using ice scrapers. Likewise pulling blades up off a frozen windshield can tear the rubber. Exercise caution when clearing ice and snow. - Using your wipers to "wear through" frost and ice, instead of allowing the defrosters to melt the ice, can dull, nick or tear the rubber blades. - Banging wipers on the glass to remove ice and snow may cause the blade to bend, dislodging the rubber and causing potential scratching of the windshield. - Ice can form in the pin joints of the wipers, which can cause streaking and unwiped areas. To remove ice from pin joints, compress the blade and rubber edge with your hand to loosen the frozen joints. Consider using Winter Blades that have a rubber cover to avoid this condition. Note GM does not recommend the use of any spray on/wipe on windshield treatments or washer fluid additives. The variation in friction that results on the glass from the use of these products causes wipers to chatter and have premature wear. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 00-08-48-005D > Sep > 10 > Body - Vehicle Glass Distortion Information Windshield: All Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 83-15-16 > Oct > 98 > New Windshield/Glass Urethane Adhesive Caulking Kit Windshield: All Technical Service Bulletins New Windshield/Glass Urethane Adhesive Caulking Kit File In Section: 10 - Body Bulletin No.: 83-15-16 Date: October, 1998 INFORMATION Subject: New Windshield and Stationary Glass Urethane Adhesive Caulking Kit Models: 1990-99 All Passenger Cars and Trucks As a result of a change from standard viscosity urethane to high-viscosity urethane, a new Urethane Adhesive Caulking Kit, P/N 12346392, is now available from GMSPO. This kit contains the "High Viscosity" Urethane Adhesive for thicker and more consistent bead size applications. When applied properly, this new high viscosity urethane in many instances will eliminate the need for depth setting blocks or the damming material to control squeeze out. The following is the contents of the new kit: Like the standard viscosity urethane contained in kit (P/N 12346284) that it replaces, it is a one-part, moisture cure product with curing times that vary as a result of changes in either temperature or humidity. THE REQUIRED TIME FOR THIS NEW ONE-PART MATERIAL to ensure a safe installation of stationary glass before returning the vehicle to the customer, IS A MINIMUM OF SIX (6) HOURS AT 70°F (21°C) AND 30% RELATIVE HUMIDITY. Alternate equivalent materials for this kit may be available from a local glass repair shop under the following product numbers: Other manufacturers of Urethane Adhesive that have documented their ability to meet or exceed General Motors specification # 3651M (Performance Requirements for Stationary Glass Bonding Adhesive System Service) are also considered to be equivalent to GM Kit (P/N 12346392). In previously published Corporate Bulletin Number 73-10-54, increasing customer demands for faster service have resulted in quicker two-part urethane adhesives to be made available. Essex Beta Seal U216* (two-part urethane adhesive) also meets the General Motors 3651M Specification and can be Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 83-15-16 > Oct > 98 > New Windshield/Glass Urethane Adhesive Caulking Kit > Page 11845 used when the customer demands quicker repair of the vehicle than the above described one-part product can provide. This two-part, chemical cure product requires ONE (1) TO ONE-AND-ONE-HALF (1-1/2) HOURS FOR CURING BEFORE RETURNING THE VEHICLE TO THE CUSTOMER. This two-part product also requires primers on the glass and pinchweld surfaces. The primers and applicator daubers are not included with this two-part product and therefore, must be purchased separately. In addition, this two-part product requires a special applicator (gun) for proper mixing and dispensing of the adhesive. Important: The U216 product is NOT available from GMSPO and must be obtained locally. * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such products which may be available from other sources. When using either of the above described products, make sure to follow the manufacturer's directions for application and drying times. For information regarding the removal and installation of stationary glass, consult the appropriate Service Manual. Parts information P/N Description 12346392 Urethane Adhesive Caulking Kit Parts are expected to be available from GMSPO, 10/12/98. Important: The previously recommended adhesive kit (P/N 12346284) will no longer be available from GMSPO once inventory is exhausted. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 72-05-04 > Aug > 97 > Warranty - Guidelines for Claiming Windshield Replace Windshield: All Technical Service Bulletins Warranty - Guidelines for Claiming Windshield Replace File In Section: Warranty Administration Bulletin No.: 72-05-04 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Claiming C0034 - Windshield Replacement Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide retail and wholesale service personnel with guidelines for using the above subject labor operations. In an effort to understand the windshield replacements, the following two phase approval process is being implemented. We feel this approach will allow GM to be responsive to repair decisions on vehicles over 10,000 miles (16,000KMS), while providing you, our dealers, the empowerment to address customer needs on those cases requiring repairs early in the vehicle's life, under 10,000 miles (16,000KMS). Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Windshield replacement on vehicles under 10,000 miles (16,0OOKMS) can only be made after Service Management inspection, review and approval. This approval must be noted on the repair order clearly identifying the defect and reason for replacement. This comment must be submitted in the comment field of the claim for engineering review. ^ Windshield replacement on vehicles over 10,000 miles (16,000KMS) can only be made after Service Management inspection, review and approval from the divisional service representative. Vehicles may be required to be held for wholesale inspection. This approval must be noted on the repair order clearly identifying the defect and reason for replacement. This comment must be submitted in the comment field of the claim for engineering review. The claim will require wholesale authorization for payment. Additional Requirements ^ Windshields replaced must be held for the normal parts retention period and the defect should be clearly identified on the glass by means of tape and/or a grease pencil. ^ Sublet windshield replacements, like other sublet repairs are to be claimed for actual dealership cost less any discounts and or allowances offered. Sublet repairs cannot exceed the normal allowance provided to the dealership had the repair been completed in-house. See your GM Policy and Procedure Manual for the complete guidelines. Windshields damaged by normal wear, road hazards, vandalism, or other physical damage are not eligible for warranty coverage. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 73-10-54 > May > 97 > Windshield - Two-Part Urethane Adhesive For Installation Windshield: All Technical Service Bulletins Windshield - Two-Part Urethane Adhesive For Installation File In Section: 10 - Body Bulletin No.: 73-10-54 Date: May, 1997 INFORMATION Subject: Two-Part Urethane Adhesive For Windshield Installations Models: 1997 And Prior Passenger Cars and Trucks (Using Urethane Adhesive To Retain Windshields) General Motors passenger cars and trucks use urethane adhesive as a means to retain the windshield in the body opening. The urethane adhesive is used to bond the windshield in the opening, increasing vehicle structure. The current recommended urethane adhesive, GM P/N 12346284, is a one-part moisture cure product that requires a minimum curing period of 6 hours at room temperature before returning the vehicle to the customer. Increasing customer demands for faster service in recent years have resulted in quicker cure two-part urethane adhesives. Essex Beta Seal U216* (two-part urethane adhesive) meets the General Motors 3651M Specification (Performance Requirements for Stationary Glass Bonding Adhesive System Service) and can be used when the customer demands quicker repair of the vehicle than the current one-part materials can provide. Either of these products can be used when glass replacement is performed. The differences between these products are as follows: The CURRENT URETHANE ADHESIVE KIT, GM P/N 12346284, IS A ONE-PART ADHESIVE. It includes the necessary glass and pinchweld primers and is specified in Service Manuals for General Motors' vehicles. Since this is a "moisture cure" product, the curing time for this one-part material will vary with changes to either temperature or humidity. The REQUIRED TIME FOR THIS ONE-PART MATERIAL to ensure a safe installation of stationary glass before returning the vehicle to the customer IS A MINIMUM OF SIX (6) HOURS AT 70°F (21°C) AND 30% RELATIVE HUMIDITY. ESSEX BETA SEAL U216 IS A TWO-PART ADHESIVE MATERIAL THAT PROVIDES FOR A ONE (1) TO ONE AND ONE HALF (11/2) HOUR CURE BEFORE RETURNING THE VEHICLE TO THE CUSTOMER. This product also requires primers on the glass and pinchweld surfaces. This product requires a special applicator for the mixing and dispensing of the adhesive. When using this (or any) product, make sure to follow the manufacturer's directions for application and drying times. Parts Information Parts are currently available from GMSPO. * We believe this source and their product to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such products which may be available from other sources. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Sensors and Switches - Wiper and Washer Systems > Washer Fluid Level Switch > Component Information > Locations Inside LF Fender Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Sensors and Switches - Wiper and Washer Systems > Wiper Switch > Component Information > Diagrams Wiper Switch Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Sensors and Switches - Wiper and Washer Systems > Wiper Switch > Component Information > Diagrams > Page 11862 Wiper Switch: Service and Repair Since the Turn Signal Switch and Wiper Switch are part of the Steering Column, refer to STEERING COLUMN UNIT REPAIR for procedures and additional information. You may also need to refer to this area to remove other Steering Column components for access. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Washer Fluid Level Indicator > Component Information > Diagrams Washer Solvent Level Sensor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Washer Fluid Level Indicator > Component Information > Diagrams > Page 11866 Washer Fluid Level Indicator: Description and Operation The LOW WASH indicator (amber) will be illuminated to indicate to the driver that the washer fluid level is low. The Low Washer Fluid Level Switch is a discrete input to the Body Function Controller (BFC) which will close when the washer fluid level is low. The indicator will illuminate when the input has been active for a calibratable time (at least 30 seconds). The indicator will be commanded OFF, if the switch input goes inactive for a calibratable time (at least 30 seconds). In the event of an Serial Peripheral Interface (SPI) data link failure, the LOW WASH indicator will not illuminate unless the indicator was illuminated prior to the Serial Peripheral Interface (SPI) data link failure. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Washer Fluid Level Indicator > Component Information > Diagrams > Page 11867 Washer Fluid Level Indicator: Testing and Inspection Diagnostic Chart (1 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Washer Fluid Level Indicator > Component Information > Diagrams > Page 11868 Diagnostic Chart (2 Of 2) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Washer Fluid Level Indicator > Component Information > Diagrams > Page 11869 Washer Fluid Level Indicator: Service and Repair Description Remove or Disconnect 1. Raise vehicle. 2. Left splash shield from vehicle. 3. Air intake duct from vehicle. 4. Connector (4) from washer solvent level sensor (5). IMPORTANT ^ Washer solvent will drain from container when sensor is removed. Place a suitable drain pan under container before removing sensor. 5. Solvent level sensor (5) and seal (9) from washer solvent container assembly (7). Install or Connect 1. Seal (9) in washer solvent container assembly (7). 2. Solvent level sensor (5) in solvent container assembly (7). 3. Connector (4) to solvent level sensor (5). 4. Air intake duct to vehicle. 5. Left splash shield to vehicle. 6. Lower vehicle. 7. Fill washer solvent container assembly (7) with washer solvent. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Washer Fluid Level Switch > Component Information > Locations Inside LF Fender Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Motor > Component Information > Diagrams Washer Motor Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Pump > Component Information > Service and Repair Windshield Washer Pump: Service and Repair Description Remove or Disconnect 1. Washer solvent container assembly from vehicle. 2. Drain solvent from washer solvent container assembly (7). 3. Washer pump (3) from washer solvent container assembly (7). A. Pull top of washer pump (3) out from side of washer solvent container assembly (7). B. Pull washer pump (3) up out of washer solvent container assembly (7). 4. Seal (8) from washer solvent container assembly (7). Install or Connect IMPORTANT ^ Lubricate seal with windshield washer solvent to ease installation. 1. Seal (8) in washer solvent container assembly (7). 2. Washer pump (3) in washer solvent container assembly (7). A. Push washer pump (3) down into washer solvent container assembly (7) completely. B. Push top of washerpump (3) into side of washer solvent container assembly (7). 3. Washer solvent container assembly on vehicle. 4. Fill washer solvent container assembly (7) with solvent. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Reservoir > Component Information > Specifications Windshield Washer Reservoir: Specifications Washer solvent container assembly screws to ........................................................................................................................................... 6 N.m (53 lb. in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Reservoir > Component Information > Specifications > Page 11882 Windshield Washer Reservoir: Service and Repair Description Remove or Disconnect 1. Raise vehicle. 2. Left splash shield from vehicle. 3. Air intake duct from vehicle. 4. Connector (1) and hose (2) from washer pump (3). 5. Connector (4) from solvent level sensor (5). 6. EBCM from vehicle. 7. Three screws (6) and washer solvent container assembly (7) from vehicle. Install or Connect NOTICE: Refer to Service Precautions. 1. Washer solvent container assembly (7) on vehicle with three screws (6). Tighten ^ Screws to 6 N.m (53 lb. in.). 2. EBCM to vehicle. 3. Hose (2) and connector (1) to washer pump (3). 4. Connector (4) to solvent level sensor (5). 5. Air intake duct to vehicle. 6. Left splash shield to vehicle. 7. Lower vehicle. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Spray Nozzle > Component Information > Service and Repair Windshield Washer Spray Nozzle: Service and Repair Wiper/washer system has a spray pattern that cleans 75% of the wipe pattern within ten wiper cycles. If a nozzle becomes plugged, apply air pressure. If the nozzle remains plugged, the wiper arm assembly must be replaced. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Arm > Component Information > Specifications > Fastener Tightening Specifications Wiper Arm: Specifications Fastener Tightening Specifications Transmission assembly drive shaft nut to .................................................................................................................................................. 25 N.m (18 lb.ft.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Arm > Component Information > Specifications > Fastener Tightening Specifications > Page 11890 Wiper Arm: Specifications Tip Pressure Driver side tip pressure .................................................................................................................................. 7.4 - 9.3 Newtons (26.6 - 33.5 Ounces) Passenger side tip pressure ................................................................................................................................ 5.5 - 7.0 Newtons (19.8 - 25 Ounces) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Arm > Component Information > Specifications > Page 11891 Wiper Arm: Testing and Inspection Description 1. Run wiper arm and blade assemblies to mid-wipe position. 2. Remove wiper blade assemblies from wiper arm assemblies. 3. Attach a scale (F) to wiper arm assembly (14) where wiper blade assembly attaches, and measure the force required to lift wiper arm assembly (14) perpendicular to windshield to normal working height (height with wiper blade assembly attached). 4. If the force required is not within the specifications given below, the wiper arm assembly (14) should be replaced. Driver side tip pressure - 7.4 - 9.3 Newtons (26.6 - 33.5 Ounces) Passenger side tip pressure - 5.5 - 7.0 Newtons (19.8 - 25 Ounces) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Arm > Component Information > Service and Repair > Wiper Arm Replacement Wiper Arm: Service and Repair Wiper Arm Replacement Description Remove or Disconnect 1. Put wiper arms in park position. 2. Washer hose (10) from washer nozzle (11). 3. Cover (12) from nut (13). 4. Nut (13) from wiper arm assembly (14) and wiper transmission assembly drive shaft (A). 5. Wiper arm assembly (14) from wiper transmission assembly drive shaft (A) using a battery terminal puller. 6. Wiper blade assembly (15) from wiper arm assembly (14). A. Push in button (B) of wiper blade assembly clip (C) and remove wiper blade assembly (15) from inside radius of wiper arm assembly (14). B. Bring wiper arm assembly (14) out through opening in wiper blade assembly (15). Install or Connect 1. Wiper blade assembly (15) on wiper arm assembly (14). 2. Wiper arm assembly (14) on wiper transmission assembly drive shaft (A). A. Put wiper drive system in park position. IMPORTANT ^ Measuring device must be held at 90 degrees (perpendicular) to the wiper arm assembly (14). B. Install wiper arm assembly (14) on wiper transmission assembly drive shaft (A) while maintaining the following distances between end of wiper arm assembly (14) and edge of molding (bottom of windshield). ^ Passenger Side - 33 mm (1.3 in.) ^ Driver Side-42 mm (1.7 in.) 3. Nut (13) on wiper transmission assembly drive shaft (A) and wiper arm assembly (14). Tighten ^ Nut to 25 N.m (18 lb.ft.). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Arm > Component Information > Service and Repair > Wiper Arm Replacement > Page 11894 4. Cover (12) on nut (13). IMPORTANT ^ Lubricate washer hose with windshield washer solvent to ease installation on washer nozzle. 5. Washer hose (10) on washer nozzle (11). 6. Operate wipers and check for proper operation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Arm > Component Information > Service and Repair > Wiper Arm Replacement > Page 11895 Wiper Arm: Service and Repair Wiper Chatter Repair Some vehicles may have a condition where the windshield wipers chatter and/or exhibit poor wipe quality. Several items may contribute to this condition. To completely repair this condition, ALL items should be checked and repaired as necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Blade > Component Information > Technical Service Bulletins > Glass/Body - Windshield Wiper Performance Wiper Blade: Technical Service Bulletins Glass/Body - Windshield Wiper Performance INFORMATION Bulletin No.: 06-08-43-003C Date: February 21, 2011 Subject: Windshield Wiper Performance, Cleaning Instructions and Maintenance Models: 2012 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2010 and Prior Isuzu Medium Duty Trucks 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2011 and 2012 model year. Please discard Corporate Bulletin Number 06-08-43-003B (Section 08 - Body and Accessories). Wiper Concerns Most concerns about windshield wiper performance are the result of dirty wiper blades, damaged wiper blades, or worn out blades that are continuing to be used beyond their useful life. Depending on environmental conditions, wiper blades can have dramatic differences in lifespan. Here are some tips and guidelines to maximize wiper performance to avoid damage to the blades, and to avoid unnecessary replacements. Many wiper blades are being replaced under warranty with reviews showing there is nothing wrong with the returned blades other than a build-up of dirt. Additionally, advise the customer to review the information in their Owner Manual. Inspection and Cleaning Scheduled Maintenance - Inspect your wipers rubber blades every 4-6 months or 12,000 km (7,500 mi) for wear, cracking or contamination. - Clean the windshield and the rubber wiper blades (using the procedure below) if the blades are not clearing the glass satisfactorily. If this does not correct the problem, then replace the rubber elements. Cleaning Procedure Important Avoid getting windshield washer fluid on your hands. Wear rubber gloves or avoid direct contact with washer fluid. Important Do not use gasoline, kerosene, or petroleum based products to clean wiper blades. - Clean the rubber blades using a lint free cloth or paper towel soaked with windshield washer fluid or a mild detergent. You should see significant amounts of dirt being removed on the cloth. - Be sure to wash the windshield thoroughly when you clean the blades. Bugs, road grime, sap and a buildup of car wash/wax treatments may additionally cause wiper streaking. Tip For a larger scale buildup on the windshield, use a non-abrasive cleaner such as Bon-Ami* (www.faultless.com) cleanser with a wet sponge, being sure to use plenty of water to avoid scratching the glass. Flush the surface and body panels completely. Tip For day-to-day exterior glass cleaning and to maintain a streak free appearance, suggest Vehicle Care Glass Cleaner, P/N 88862560 (in Canada, 992727). This product is an easy to use foaming cleaner that quickly removes dirt and grime from glass surfaces. Tip Interior glass should be cleaned with plain, clean water to eliminate any film or haze on the window and help prevent fogging, a major customer dissatisfier. Refer to Corporate Bulletin Number 03-00-89-006D for more information. The New Vehicle Pre-Delivery Inspection form also recommends using plain water to clean interior glass. *"We believe this material to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or any such items which may be available from other sources. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Blade > Component Information > Technical Service Bulletins > Glass/Body - Windshield Wiper Performance > Page 11900 Avoiding Wiper Damage The following are major contributors to wiper damage. Some of these you can control and others are environmental concerns. - Extremely dusty areas (such as driving on dirt roads) may cause the wipers rubber edge to wear quickly and unevenly. - Sand and salt used on roads for increasing winter traction and ice control will cause the wiper blades to wear quicker. Areas with significant snowfall require more frequent blade replacements. - Heat and time may cause the rubber blades to take a "permanent set" resulting in the rubber not flexing and turning over uniformly. This condition may result in streaking and/or unwiped areas. - Rubber blades are easily cut or torn when using ice scrapers. Likewise pulling blades up off a frozen windshield can tear the rubber. Exercise caution when clearing ice and snow. - Using your wipers to "wear through" frost and ice, instead of allowing the defrosters to melt the ice, can dull, nick or tear the rubber blades. - Banging wipers on the glass to remove ice and snow may cause the blade to bend, dislodging the rubber and causing potential scratching of the windshield. - Ice can form in the pin joints of the wipers, which can cause streaking and unwiped areas. To remove ice from pin joints, compress the blade and rubber edge with your hand to loosen the frozen joints. Consider using Winter Blades that have a rubber cover to avoid this condition. Note GM does not recommend the use of any spray on/wipe on windshield treatments or washer fluid additives. The variation in friction that results on the glass from the use of these products causes wipers to chatter and have premature wear. Disclaimer Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Blade > Component Information > Technical Service Bulletins > Page 11901 Wiper Blade: Testing and Inspection Description Remove the wiper blade assemblies from the wiper arm assemblies. Look down the length of the wiper blade element (16). The rubber part of the wiper blade element (16) that contacts the glass must be on the centerline of the wiper blade assembly ±15 degrees. Replace the wiper blade element (16), if necessary. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Blade > Component Information > Service and Repair > Wiper Blade Element Replacement Wiper Blade: Service and Repair Wiper Blade Element Replacement Description Description Remove or Disconnect 1. Wiper blade assembly from wiper arm assembly. IMPORTANT ^ Wiper blade element must be replaced if removed from wiper blade assembly. 2. Wiper blade element (16) by pulling out through wiper blade assembly claws (D). Install or Connect 1. Wiper blade element (16) in wiper blade assembly (15). A. Slide wiper blade element (16) through wiper blade assembly claws (D) until claw (D) is locked into notches (E) in wiper blade element (16). 2. Wiper blade assembly to wiper arm assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Blade > Component Information > Service and Repair > Wiper Blade Element Replacement > Page 11904 Wiper Blade: Service and Repair Wiper Blade Assembly Replacement Description Remove or Disconnect 1. Put wiper blades in park position. 2. Wiper blade assembly (15) from wiper arm assembly (14). A. Push in button (B) of wiper blade assembly clip (C) and remove wiper blade assembly (15) from inside radius of wiper arm assembly (14). B. Bring wiper arm assembly (14) out through opening in wiper blade assembly (15). Install or Connect 1. Wiper blade assembly (15) on wiper arm assembly (14). 2. Operate wipers and check for proper operation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Blade > Component Information > Service and Repair > Wiper Blade Element Replacement > Page 11905 Wiper Blade: Service and Repair Wiper Blade Element Cleaning CAUTION: Avoid prolonged skin contact with washer solvent. Lift each blade assembly off windshield and clean element with a cloth saturated in full strength washer solvent. Rinse blade assemblies with water. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor > Component Information > Specifications Wiper Motor: Specifications Wiper motor assembly screws to .............................................................................................................................................................. 10 N.m (88 lb in.) Wiper drive system module screws to ...................................................................................................................................................... 10 N.m (88 lb in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor > Component Information > Specifications > Page 11909 Rear Of Engine Compartment Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor > Component Information > Specifications > Page 11910 Wiper Motor Assembly Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor > Component Information > Service and Repair > Front Wiper Motor Wiper Motor: Service and Repair Front Wiper Motor Description Description Description Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor > Component Information > Service and Repair > Front Wiper Motor > Page 11913 Description Remove or Disconnect 1. Wiper arm assemblies from wiper transmission assembly drive shafts. 2. Air inlet screen from vehicle. 3. Connector (17) from wiper motor assembly (18). 4. Three screws (19, 20, and 21) and wiper drive system module (22) from vehicle. 5. Wiper transmission assembly (24) from wiper motor assembly (18) crank arm using tool J 39232. 6. Two screws (28) and wiper motor assembly (18) from wiper transmission assembly (24). Install or Connect NOTICE: Refer to Service Precautions. 1. Wiper motor assembly (18) on wiper transmission assembly (24) with two screws (28). TIGHTEN ^ Screws to 10 N.m (88 lb in.). 2. Wiper transmission assembly (24) on wiper motor (18) crank arm using tool J 39529. ^ Lubricate inside of socket with white lithium grease (GM PN 9985885) or equivalent. 3. Wiper drive system module (22) on vehicle with three screws (21, 20, and 19). ^ Install screws in the following order: 21, 20, and 19. Tighten ^ Screws to 10 N.m (88 lb in.) in the following order: 21, 20, and 19. 4. Connector (17) on wiper motor assembly (18). 5. Air inlet screen on vehicle. 6. Wiper arm assemblies on wiper transmission assembly drive shafts. 7. Operate wipers and check for proper operation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor > Component Information > Service and Repair > Front Wiper Motor > Page 11914 Wiper Motor: Service and Repair Wiper Motor Cover Replacement Description Remove or Disconnect 1. Air inlet screen from vehicle. 2. Connector (17) from wiper motor assembly (18). 3. Three screws (29) and wiper motor cover (30) from wiper motor assembly (18). Install or Connect NOTICE: See fastener "Notice" 8E-1. 1. Wiper motor cover (30) on wiper motor assembly (18) with three screws (29). 2. Connector (17) to wiper motor assembly (18). 3. Air inlet screen on vehicle. 4. Operate wipers and check for proper operation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor Linkage > Component Information > Technical Service Bulletins > Wipers - Revised Cleaning Of Wiper Drive Shaft Knurls Wiper Motor Linkage: Technical Service Bulletins Wipers - Revised Cleaning Of Wiper Drive Shaft Knurls File In Section: 8 - Chassis/Body Electrical Bulletin No.: 73-82-03 Date: April, 1997 SERVICE MANUAL UPDATE Subject: Section 8EI8E1 - Revised Cleaning Procedure For Wiper Drive Shaft Knurls Models: 1997 Buick Century, Park Avenue 1988-97 Buick Regal 1994-97 Chevrolet Camaro 1995-97 Chevrolet Cavalier 1990-97 Chevrolet Lumina 1990-96 Chevrolet Lumina APV 1997 Chevrolet Malibu 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Venture 1997 Oldsmobile Cutlass 1988-97 Oldsmobile Cutlass Supreme 1990-97 Oldsmobile Silhouette 1994-97 Pontiac Firebird 1988-97 Pontiac Grand Prix 1995-97 Pontiac Sunfire 1990-97 Pontiac Trans Sport 1997 Chevrolet and GMC G Van 1994-97 Chevrolet and GMC S/T Models 1994-97 Oldsmobile Bravada This bulletin is being issued to revise the cleaning procedure for wiper drive shaft knurls in Section 8E (passenger cars) and 8E1 (trucks) of the Service Manual. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor Linkage > Component Information > Technical Service Bulletins > Wipers - Revised Cleaning Of Wiper Drive Shaft Knurls > Page 11919 Please update the procedure in the appropriate Service Manuals as follows: (See Figure 1) Knurls of the wiper transmission drive shaft must be cleaned when wiper arm is removed. Clean knurls of transmission drive shaft with a suitable wire brush. Notice: (For 1995-97 U Van ONLY): DO NOT use J 6627-4 for removal of wiper arms. Vehicle paint will be scratched if use of this tool is attempted. Use a suitable battery terminal puller for removal of wiper arms. (See Figure 2). Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor Linkage > Component Information > Technical Service Bulletins > Page 11920 Wiper Motor Linkage: Specifications Wiper drive system module screws to ..................................................................................................................................................... 10 N.m (88 lb. in.) Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor Linkage > Component Information > Technical Service Bulletins > Page 11921 Wiper Motor Linkage: Service and Repair Description Description Remove or Disconnect 1. Wiper arm assemblies from wiper transmission assembly drive shafts. 2. Air inlet screen from vehicle. 3. Connector (17) from wiper motor assembly (18). 4. Three screws (19, 20, and 21) and wiper drive system module (22) from vehicle. 5. Wiper motor assembly from wiper transmission assembly. 6. Two caps (23) from wiper transmission assembly (24). 7. Three grommets (25, 26, and 27) from wiper motor assembly (18) and wiper transmission assembly (24). Install or Connect NOTICE: Refer to Service Precautions. NOTICE: Grommets must be installed with metal side down. 1. Grommet (27) (large I.D.) on wiper motor assembly (18). 2. Two grommets (26 and 25) on wiper transmission assembly (24). 3. Two caps (23) on wiper transmission assembly (24). 4. Wiper motor assembly on wiper transmission assembly. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor Linkage > Component Information > Technical Service Bulletins > Page 11922 5. Wiper drive system module (22) on vehicle with three screws (21, 20, and 19). ^ Install screws in the following order: 21, 20, and 19. Tighten ^ Screws to 10 N.m (88 lb. in.) in the following order: 21, 20, and 19. 6. Connector (17) on wiper motor assembly (18). 7. Air inlet screen on vehicle. 8. Wiper arm assemblies on wiper transmission assembly drive shafts. 9. Operate wipers and check for proper operation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Pivot > Component Information > Technical Service Bulletins > Recalls for Wiper Pivot: > 05008 > Feb > 05 > Campaign - Windshield Wiper Pivot Customer Advisory Technical Service Bulletin # 05008 Date: 050217 Campaign - Windshield Wiper Pivot Customer Advisory Customer Advisory - Windshield Wiper Pivot Housing # 05008 - (Feb 17, 2005) Models: 1997-1998 Chevrolet Malibu 1997-1998 Oldsmobile Cutlass Condition General Motors previously announced product recall 01014 involving 1997 and 1998 model year Chevrolet Malibu and Oldsmobile Cutlass vehicles registered in states with moderate to heavy annual snowfall (Refer to illustration). If a build-up of snow or ice on the windshield or on the wipers restricts the movement of only the passenger side wiper arm, the windshield wiper pivot housing may crack and the wipers may become inoperative. Customary Advisory Coverage Customers whose vehicles are registered in other states can choose to have the pivot housing replaced because they expect to drive in heavy snow and ice conditions. If the customer requests this service, dealers are to provide it without charge, according to this bulletin. Important: Prior to performing any repairs, check the customer's vehicle in the GM Vehicle Inquiry System (GMVIS) to determine appropriate action below. ^ If GMVIS shows recall 01014 as open, perform the repair under the recall and submit the claim using the V labor operation code found in the recall bulletin. ^ If recall 01014 has been completed, advise the customer that the pivot housing was already replaced and that no further repair is required. ^ If recall 01014 is not listed, perform the repair described only if requested by the customer and submit the claim using the T labor operation code found in this bulletin. Vehicles Involved Involved are all 1997-1998 model year Chevrolet Malibu and Oldsmobile Cutlass vehicles registered outside of the states listed at the beginning of this bulletin. Vehicles registered in those states will continue to be covered by recall 01014. Parts Information Parts required to complete this service are to be obtained from General Motors Service Parts Operations (GMSPO). Customer Notification General Motors will notify customers of this advisory on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Pivot > Component Information > Technical Service Bulletins > Recalls for Wiper Pivot: > 05008 > Feb > 05 > Campaign - Windshield Wiper Pivot Customer Advisory > Page 11931 Submit claims with the information shown. Disclaimer Service Procedure Tools Required ^ J 39232 Wiper Transmission Separator ^ J 39529 Wiper Transmission Installer 1. Turn the ignition switch to the ON position and verify that the windshield wipers are in the PARK position. After verifying, turn the ignition switch to the OFF position. Important: The ORIGINAL EQUIPMENT windshield wiper transmissions have locators for properly positioning the wiper arms during assembly. The service replacement PASSENGER side transmission does NOT have the locator. Therefore, to assure correct positioning of the wiper arms during installation, you must mark the location of the passenger side wiper blade on the windshield before removal. 2. Using a marker or a piece of masking tape, mark the location of the passenger side wiper blade on the windshield. It is NOT necessary to mark the location of the driver's side blade. 3. Disconnect the washer hose from both wiper blades. 4. Remove the wiper arm nut cover from both wiper arms. 5. Remove the wiper arm retaining nuts. 6. Remove the wiper arms. 7. Remove the air inlet screen push-in retainers. 8. Remove the washer hose from the air inlet screen. 9. Remove the air inlet screen. 10. Remove the bolts attaching the wiper module assembly, reposition the module, and disconnect the electrical connection. 11. Remove the wiper module assembly from the vehicle. 12. Using J 39232 or equivalent, remove the two drive links from the passenger side transmission arm. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Pivot > Component Information > Technical Service Bulletins > Recalls for Wiper Pivot: > 05008 > Feb > 05 > Campaign - Windshield Wiper Pivot Customer Advisory > Page 11932 13. Remove the two screws attaching the passenger side transmission to the wiper module frame. 14. Install the grommet, included in the kit, on the transmission housing and install the plastic cap on the transmission shaft. Refer to the old wiper transmission for proper installation. Important: Some vehicles may have a foam seal on the old passenger side wiper transmission assembly. If there is a foam seal on the old transmission, transfer it to the new transmission at this time. If no foam seal is found on the old transmission, it is NOT necessary to install one on the new transmission. 15. Install the new passenger side transmission to the wiper module frame using the new attaching screws included in the kit. Tighten Tighten the screws to 8 Nm (71 lb-in). Important: Before connecting the drive links to the transmission in the next step, ensure that adequate lubricant (grease) is present on the ball studs and in the ball stud sockets on the end of the drive links. If additional lubricant is required, use P/N 1051344 (US), 993037 (CAN) (grease) or equivalent. 16. Using J 39529 or equivalent, install the two drive links on the passenger side transmission arm. 17. Clean the knurls on the driver's side wiper transmission with a wire brush. 18. Install the wiper module assembly in the vehicle and connect the electrical connector. 19. Install the bolts. Tighten Tighten the bolts to 10 Nm (88 lb-in). 20. Install the air inlet screen and push-in retainers. 21. Install the washer hose to the air inlet screen. 22. Align the passenger side wiper arm blade with the mark or tape on the windshield and install it on the wiper transmission. Using the locator on the driver's transmission, install the driver's wiper arm on the transmission. 23. Install the wiper arm retaining nuts. Tighten Tighten the nuts to 25 Nm (18 lb-ft). 24. Install the wiper nut covers. 25. Install the washer hoses on the wiper arms. 26. Remove the mark or tape from the windshield and verify proper wiper system operation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Pivot > Component Information > Technical Service Bulletins > Recalls for Wiper Pivot: > 05008 > Feb > 05 > Campaign - Windshield Wiper Pivot Customer Advisory > Page 11933 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Pivot > Component Information > Technical Service Bulletins > Recalls for Wiper Pivot: > NHTSA01V068000 > Mar > 01 > Recall 01V068000: Windshield Wiper Pivot Housing Defect Wiper Pivot: Recalls Recall 01V068000: Windshield Wiper Pivot Housing Defect Vehicle Description: Passenger vehicles registered or located in states inthe "salt belt" area (Alaska, Colorado, Connecticut, Delaware, Idaho, Illinois, Indiana, Iowa, Maine, Maryland, Massachusetts, Michigan, Minnesota, Montana, Nebraska, New Hampshire, New Jersey, New York, North Dakota, Ohio, Pennsylvania, Rhode Island, South Dakota, Utah, Vermont, West Virginia, Wisconsin, and Wyoming). If a buildup of snow or ice restricts the movement of the passengerside windshield wiper arm, the pivot housing can crack and the wipers will not operate. Reduced visibility in inclement weather could lead to a vehicle crash. Dealers will replace the passenger side windshield wiper pivot housing. GM has not yet provided NHTSA with an owner notification schedule. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Pivot > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiper Pivot: > 05008 > Feb > 05 > Campaign - Windshield Wiper Pivot Customer Advisory Technical Service Bulletin # 05008 Date: 050217 Campaign - Windshield Wiper Pivot Customer Advisory Customer Advisory - Windshield Wiper Pivot Housing # 05008 - (Feb 17, 2005) Models: 1997-1998 Chevrolet Malibu 1997-1998 Oldsmobile Cutlass Condition General Motors previously announced product recall 01014 involving 1997 and 1998 model year Chevrolet Malibu and Oldsmobile Cutlass vehicles registered in states with moderate to heavy annual snowfall (Refer to illustration). If a build-up of snow or ice on the windshield or on the wipers restricts the movement of only the passenger side wiper arm, the windshield wiper pivot housing may crack and the wipers may become inoperative. Customary Advisory Coverage Customers whose vehicles are registered in other states can choose to have the pivot housing replaced because they expect to drive in heavy snow and ice conditions. If the customer requests this service, dealers are to provide it without charge, according to this bulletin. Important: Prior to performing any repairs, check the customer's vehicle in the GM Vehicle Inquiry System (GMVIS) to determine appropriate action below. ^ If GMVIS shows recall 01014 as open, perform the repair under the recall and submit the claim using the V labor operation code found in the recall bulletin. ^ If recall 01014 has been completed, advise the customer that the pivot housing was already replaced and that no further repair is required. ^ If recall 01014 is not listed, perform the repair described only if requested by the customer and submit the claim using the T labor operation code found in this bulletin. Vehicles Involved Involved are all 1997-1998 model year Chevrolet Malibu and Oldsmobile Cutlass vehicles registered outside of the states listed at the beginning of this bulletin. Vehicles registered in those states will continue to be covered by recall 01014. Parts Information Parts required to complete this service are to be obtained from General Motors Service Parts Operations (GMSPO). Customer Notification General Motors will notify customers of this advisory on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Pivot > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiper Pivot: > 05008 > Feb > 05 > Campaign - Windshield Wiper Pivot Customer Advisory > Page 11943 Submit claims with the information shown. Disclaimer Service Procedure Tools Required ^ J 39232 Wiper Transmission Separator ^ J 39529 Wiper Transmission Installer 1. Turn the ignition switch to the ON position and verify that the windshield wipers are in the PARK position. After verifying, turn the ignition switch to the OFF position. Important: The ORIGINAL EQUIPMENT windshield wiper transmissions have locators for properly positioning the wiper arms during assembly. The service replacement PASSENGER side transmission does NOT have the locator. Therefore, to assure correct positioning of the wiper arms during installation, you must mark the location of the passenger side wiper blade on the windshield before removal. 2. Using a marker or a piece of masking tape, mark the location of the passenger side wiper blade on the windshield. It is NOT necessary to mark the location of the driver's side blade. 3. Disconnect the washer hose from both wiper blades. 4. Remove the wiper arm nut cover from both wiper arms. 5. Remove the wiper arm retaining nuts. 6. Remove the wiper arms. 7. Remove the air inlet screen push-in retainers. 8. Remove the washer hose from the air inlet screen. 9. Remove the air inlet screen. 10. Remove the bolts attaching the wiper module assembly, reposition the module, and disconnect the electrical connection. 11. Remove the wiper module assembly from the vehicle. 12. Using J 39232 or equivalent, remove the two drive links from the passenger side transmission arm. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Pivot > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiper Pivot: > 05008 > Feb > 05 > Campaign - Windshield Wiper Pivot Customer Advisory > Page 11944 13. Remove the two screws attaching the passenger side transmission to the wiper module frame. 14. Install the grommet, included in the kit, on the transmission housing and install the plastic cap on the transmission shaft. Refer to the old wiper transmission for proper installation. Important: Some vehicles may have a foam seal on the old passenger side wiper transmission assembly. If there is a foam seal on the old transmission, transfer it to the new transmission at this time. If no foam seal is found on the old transmission, it is NOT necessary to install one on the new transmission. 15. Install the new passenger side transmission to the wiper module frame using the new attaching screws included in the kit. Tighten Tighten the screws to 8 Nm (71 lb-in). Important: Before connecting the drive links to the transmission in the next step, ensure that adequate lubricant (grease) is present on the ball studs and in the ball stud sockets on the end of the drive links. If additional lubricant is required, use P/N 1051344 (US), 993037 (CAN) (grease) or equivalent. 16. Using J 39529 or equivalent, install the two drive links on the passenger side transmission arm. 17. Clean the knurls on the driver's side wiper transmission with a wire brush. 18. Install the wiper module assembly in the vehicle and connect the electrical connector. 19. Install the bolts. Tighten Tighten the bolts to 10 Nm (88 lb-in). 20. Install the air inlet screen and push-in retainers. 21. Install the washer hose to the air inlet screen. 22. Align the passenger side wiper arm blade with the mark or tape on the windshield and install it on the wiper transmission. Using the locator on the driver's transmission, install the driver's wiper arm on the transmission. 23. Install the wiper arm retaining nuts. Tighten Tighten the nuts to 25 Nm (18 lb-ft). 24. Install the wiper nut covers. 25. Install the washer hoses on the wiper arms. 26. Remove the mark or tape from the windshield and verify proper wiper system operation. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Pivot > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiper Pivot: > 05008 > Feb > 05 > Campaign - Windshield Wiper Pivot Customer Advisory > Page 11945 Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Pivot > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiper Pivot: > NHTSA01V068000 > Mar > 01 > Recall 01V068000: Windshield Wiper Pivot Housing Defect Wiper Pivot: All Technical Service Bulletins Recall 01V068000: Windshield Wiper Pivot Housing Defect Vehicle Description: Passenger vehicles registered or located in states inthe "salt belt" area (Alaska, Colorado, Connecticut, Delaware, Idaho, Illinois, Indiana, Iowa, Maine, Maryland, Massachusetts, Michigan, Minnesota, Montana, Nebraska, New Hampshire, New Jersey, New York, North Dakota, Ohio, Pennsylvania, Rhode Island, South Dakota, Utah, Vermont, West Virginia, Wisconsin, and Wyoming). If a buildup of snow or ice restricts the movement of the passengerside windshield wiper arm, the pivot housing can crack and the wipers will not operate. Reduced visibility in inclement weather could lead to a vehicle crash. Dealers will replace the passenger side windshield wiper pivot housing. GM has not yet provided NHTSA with an owner notification schedule. Chevrolet Malibu Workshop Manual (V6-191 3.1L VIN M SFI (1997)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Switch > Component Information > Diagrams Wiper Switch Assembly